You are on page 1of 64

MARINE PRODUCTS

COMMITED TO QUALITY SINCE 1923


1923 A Limited Partnership Shibata Rubber Industries was established in Kobe to produce rubber

boots.

1949 A Limited Partner was dissolved, and Shibata Rubber Industrial Co. Ltd was established.
1961 Marine Rubber Fenders were produced.
1970 Name of Corporation was changed to Shibata Industrial Co. Ltd.
1979 Rubber Chainer was developed.
1989 Cushion Roller was developed.
2001 Super Circle (SPC) fender was developed.
2003 Shibata Asia SDN. BHD. was established in Malaysia.

SHIBATA INDUSTRIAL CO.,LTD

ESTABLISHED

: August 10,1923.

PRESIDENT

: Atsuki SHIBATA

CAPITAL

: JPY 315M

NUMBER OF EMPLOYEES

: Approx. 400

SALES RECORD

: JPY 8.1 Billion (USD 76 M) in 2007

BUSINESS POLICY

Customer Creed

Go for Uniqueness Company with Originality and Activity

Application and Development Human Resource

COMPANY CREED

Supple Mind

Adoration Mind

Gratitude

CONTENTS
INTRODUCTION.................................................................................. 1
4
DESIGN DATA COLLECTION..............................................................
DESIGN OF FENDER SYSTEM.............................................................. 5
THE DEVELOPMENT OF FENDER.......................................................... 19
CSS FENDER....................................................................................... 21
SUPER CIRCLE FENDER....................................................................... 24
PM-FENDER (PARALLELFENDER)........................................................ 28
V-SHAPED FENDER............................................................................. 30
CYLINDRICAL FENDER -CT-................................................................ 37
RIGID FENDER -D & SQUARE SHAPE-................................................. 38
WORK BOAT FENDER......................................................................... 41
CUSHION ROLLER............................................................................... 46
RUBBER LADDER -FOR SAFETY OPERATION-......................................48
RUBBER LADDER -JOINT LADDER....................................................... 50
CAR STOPPER..................................................................................... 51
EDGE BUMPER BC TYPE...................................................................... 52
EDGE BUMPER BP TYPE...................................................................... 53
ACCESSORIES.................................................................................... 54
PHYSICAL PROPERTIES OF UHMW-PE................................................ 57
RUBBER PROPERTIES........................................................................... 58
OTHER PRODUCTION......................................................................... 59

INTRODUCTION

INTRODUCTION
1) WHAT IS A FENDER
The purpose of the fendering system is to serve as
a bumper to protect the hull and berthing facility
from damage when vessels berth alongside.
Another function is to operate as a shock
absorber by absorbing the berthing energy of a
vessel on the berthing operation and soften the
berthing impact to the berth and hull.
Therefore, the two main functions of the fendering
system are:
1) To perform as a bumper to protect the hull
and berthing facility from damages.
2) To perform as a shock absorber on the
berthing operation.

REACTION
FORCE

ENERGY ABSORPTION

REACTION
FORCE

The adoption of a suitable fendering system will


help to ensure smooth berthing operation.
Hence it is important to give priority to the selection
of a fendering system that can actually
reduce the whole berthing facility construction
cost, instead of simply choosing low-cost
fenders.

DEFLECTION

2) HISTORY
In the early days, vessels are made of wood
and run by wind or human efforts. There was no
necessity to use special fenders other than timber
fenders for berthing vessels.
With the advanced technologies after the
industrial revolution, vessels are propelled by
steam engines or diesel engines, and hull are
constructed out of steel in place of wood.
It becomes possible for larger size vessels to be
onstructed with thinner and weaker hulls structures
with improved knowledge in ship-building and
cost minimization.
Due to the lack of suitable fendering system,
large vessels were forced to moor at anchorages
and cargoes were transferred by small boats or
barges. Alternatively, the large vessels had to
berth alongside with strong hull construction. With
the development of mass transportation, it was
important to develop fendering system to enable
vessels to berth alongside of the quay.
Cylindrical type rubber fenders was developed in
the 1940s, which allowed vessels to berth directly
at the wharves. However the cylindrical fender is
easily damaged because it is installed by chains
and shackles, and has a high reaction force.
To overcome the above defects, V-shape
fenders were developed after some research
and development works done by the relevant
authorities, together with fender manufacturing in
Japan in the 1960s.

INTRODUCTION

REACTION
FORCE

DEFLECTION

REACTION
FORCE

DEFLECTION

INTRODUCTION

V-shape fenders are anchored directly onto


the quay walls instead of securing chains as in
the case of cylindrical fenders. It offers better
durabilities and energy absorption capacity
with lower reaction force as compared with
cylindrical fenders.
After 1960s, the research and development
works continued to develop more ideal fenders
for each individual special requirement.
Today, with the correct application of the
suitable fendering systems from various kinds
of fenders, construction costs of berthing are
nationalized.
You can select suitable fenders to meet your
requirements, for berthing of small boats to
super tanker, from cylindrical type fenders,Vshape fenders, improved V-shape fenders,
circle fenders, improved circle type fenders,
fenders with steel frontal panels, pneumatic or
foam type floating fenders, tugboat fenders,
roller fenders, and simple D or square shaped
fenders.

REACTION
FORCE

DEFLECTION

REACTION
FORCE

DEFLECTION

3) FENDER TYPES AND CHARACTERISTICS


3-1) Characteristics of fenders
REACTION
FORCE

A
E/R

Energy Absorption E

DEFLECTION

REACTION R

The characteristics in terms of performance of


rubber fenders are expressed by:
A) Energy absorption: E (Tonf - M)

Rated energy absorption is the amount
of energy absorbed by the fender when it
is compressed to the rated deflection.

It is given by area under the reaction
deflection curve.
B) Reaction force: R (Tonf)

Rated reaction force is the reaction
force corresponds to rated deflection.
C) Rated deflection: (%)

Rated deflection is the most efficient on
the relation between energy absorption
value (E) and reaction load value , that
is the deflection at which the ratio of E to R
makes the maximum values (E/R).
D) Hull pressure: (Tonf/m2)

Hull
(surface)
pressure
is
the
force transferred to hull (per sq.
meter) of a ship from the fender.
Hull (surface) pressure = (reaction force)/
(contact area).

Deflection
Fig.1-1 Performance Curve

INTRODUCTION

A
E/R

Energy Absorption E

During compression for some fenders, the relationship between deflected in Fig. 1-1, while Fig.1-2
depicts the performance curve of the other fenders. (Deflection is expressed by a ratio to height of
fender).
Buckling (Constant Reaction) type fenders having the performance curve as shown in Fig.1-1 will
have a reaction load that suddenly rises comparatively as a result of elastic compressive deformation
in the initial stage of deflection. However, when the reaction load reaches point A, it tends to remain
almost constant within a certain zone regardless of increase in deflection once elastic buckling
deformation has taken place. If the deflection progresses further, hollow section of fender will be
closed and elastic compressive deformation will be restored resulting in a sudden rise in reaction
load.
Fenders having the performance curve as shown in Fig.1-2 are the constant elastic modulus type
fenders, and hollow cylindrical fenders will fall into this category. Approximately in proportion to
increase in deflection, the reaction load will gradually increase and then suddenly rise after it reaches
point B where the hollow section is closed. In this case, similar to bucking type fender. The deflection
corresponds to point B (see Fig.1-2 for the prescribed deflection).

REACTION R

INTRODUCTION

3-2) Types of fenders

Deflection
Fig.1-1 Performance Curve

E/R
R
E

Deflection
Fig.1-2 Performance Curve

INTRODUCTION

Energy Absorption E

REACTION R

DESIGN DATA COLLECTION

DESIGN DATA COLLECTION


1) BASIC ITEMS FOR FENDERS SELECTION
A)
B)
C)
D)
E)

Berthing energy
Allowable reaction force from fender to the structure
Allowable hull (surface) pressure
Position and area to be protected by fendering system
Natural force (wind, current, wave)

2) REQUIRED INFORMATION
{*: important}
2-1) Vessels (refer to chapter 3.1): vessel
A)


B)

C)

D)
E)
G)

Type *
: General cargo, Oil tanker, Container carrier, Bulk carrier, Ferry boat, Passenger boat.
Work boat, Tug boat, War ship.
Weight *
: D.W.T., D.P.T., or gross ton
Length
: Loa or Lpp
Breadth
Draft
Free board

2-2) Berthing facility (Berthing structure)


A) Type *

: Wharf, Jetty, Pier, Dolphin or Pontoon
B) Structure

: Pile type or gravity type
C) Elevation *

: Top deck (platform) level, High water and Low water level.
For existing quay structure, the following additional information are required:
D * Space for fender installation with its elevations from sea water level.
E) * Horizontal allowable force acting on the structure.
2-3) Natural condition
A) Wind: Direction and speed
B) Current: Direction and speed
C) Wave: Height, period and direction

DESIGN DATA COLLECTION

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM


1) VESSEL
As a general rule, one should use the
actual values of the ship to calculate the
berthing energy. However, in some cases
where the actual values are not known,
one can refer to the attached Appendix-1
Standard size of vessels showing the typical
ships measurements given by the Harbor
Department of the Ministry of Transportation.

length overall

length between
perpendiculars

molded breadth

And, we use the following formulae in


Appendix-2 Formulae to calculation of vessels
characteristics to provide supplementary
materials to compensate for the in between
values of standard ships shown based on report
from the Port and Harbor Research Institute of
the Ministry of Transportation.

freeboard
light load
draft

molded depth
full load
draft

Fig.3-1 Dimension of vessel

Usually, ships are built according to the standard sets of dimensions and carrying capacity.
The terminology used are defined as follows:
TERMINOLOGY
Gross Tonnage

DEFINITIONS
GT (ton)

Total volume of vessel and cargo. It is derived by dividing the


total interior capacity of a vessel by 100 cubic feet.

Net Tonnage

NT (ton)

Total volume of cargo that can be carried by the vessel.

Displacement Tonnage

DPT (ton)

Total weight of the vessel and cargo when the ship is loaded
to draft line.

Dead Weight Tonnage

DWT (ton)

Weight of cargo, fuel, passenger, crew and food on the


vessel.

Light Weight

LW (ton)

Weight of ship.

Ballast Weight

BW (ton)

Weight of ship and water added to the hold or ballast


compartment of a vessel to improve its stability after it has
discharged its cargo.

Length of ship

Loa or Lpp (m)

The length from the top of the bow to the end of the stern of
a ship.

Breadth of ship

B (m)

The distance across the parallel section of the sides of a ship.

Loaded Draft

d (m)

The distance from the water surface to the keel of the ship
when the ship is loaded to the freeboard mark.

db (m)

The distance from the water surface to the keel of the ship
when the ship is at light.

Light Draft
Depth of Ship

D (m)

The actual Depth of ship.

Note : Passenger ship, car carrier and LPG & LNG carries are normally expressed using GT or NT.
DPT = DWT + LW

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

2) BERTHING ENERGY
2-1) Berthing Energy
Effective berthing energy is calculated as follows:

T
0 G

G
T
0

n
ha

T
G

0
00

t
ss

00

ordinary difficult in berthing:


low sheltering effect

5,

er

10

,00

difficult berthing:
high sheltering effect

ov

navigation condition

difficult berthing:
lowest sheltering effect

le

easy berthing:
lowest sheltering effect
easy berthing:
high sheltering effect

0.15 0.30 0.45 0.60 0.75


approaching velocity (m/sec)

approaching velocity (cm/sec)

where;
E : Effective berthing energy (ton-m)
M : Displacement tonnage (tons)
V : Berthing velocity (m/sec)
Ce : Eccentricity Coefficient
Cm : Hydrodynamic Mass coefficient
Cs : Softness coefficient (Generally accepted coefficient 1.0)
Cc : Berth configuration coefficient (Generally accepted coefficient 1.0)
g : Acceleration of Gravity (9.8m/sec)
... open type (pier type)
... closed type (sheet pile type, gravity type)

15

10

10,000
20,000
30,000
40,000
displacement tonnage (tif)

2-2) Berthing velocity (V)


Berthing velocity is one of the most important factors for designing a fendering system.
Berthing velocity of vessels is determined from values of measure or from experience at existing
berthing facility.
Generally, we would like to suggest following figures as designated berthing velocity.
0.80

b) Difficult berthing conditions, sheltered.

0.60

c) Easy berthing conditions, exposed.


d) Good berthing conditions, exposed.

Velocity, m/sec.

a) Good berthing conditions, sheltered.

e
d

0.40

c
b

0.20

e) Navigation conditions difficult, exposed.


* These figures should be used with caution as
they are considered to be high.

10

50 100
500
DWT in 1000 tonne

Figure 4.2.1. Design berthing velocity (mean value) as


function of navigation conditions and size of vessel
(Brolsma et al. 1997)

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

2-3) Hydrodynamic Mass coefficient: Cm


The hydrodynamic mass coefficient allows the movement of water around the ship to be taken in
account when calculating the total energy of the vessel by increasing the mass of the system.
The hydrodynamic mass coefficient (Cm) may be calculated by the following equation.

2-4) Eccentricity coefficient: Ce


A ship mostly berths at a certain angle. Therefore, vessel turns
simultaneously at the time offirst contact.
Some of the kinetic energy of the ship is converted to turning energy,
and the remaining energy is transferred to the berth.
The eccentricity factor (Ce) represents the proportion of the remaining energy to the kinetic
energy of the vessel at berthing.

Centre of mass

Velocity vector


Point of impact

K = radius of gyration of the vessel (depending on block coefficient, see below) (in m)
R = distance of point of contact to the centre of the mass (measured parallel to the wharf)
(in m)
= angle between velocity vector and the line between the point of contact and the
centre of mass.

DESIGN OF FENDER SYSTEM

Where:
Cb =
M =
L =
B =
D =
=

M
L*B*D*P

DESIGN OF FENDER SYSTEM

K = (0.19 Cb + 0.11)*Lpp and Cb =

block coefficient (usually between 0.5 - 0.9, see below)


mass of the vessel (displacement in tonnes);
length of vessel (in m);
breadth of vessel (in m);
draft of vessel (in m);
density of water (about 1.025 ton/m for sea water)

Lacking other data, the following may be adopted for the block coefficient
For container vessels

0.6 - 0.8

For general cargo vessels and bulk carriers

0.72 - 0.85

For tankers

0.85

For ferries

0.55 -0.65

For Ro/Ro-vessels

0.7 - 0.8

2-5) Softness Coefficient (Cs)


Part of the kinetic energy of the berthing vessel will be absorbed by elastic deformation of the vessel
hull.
Cs is generally taken as 1.0
Cs for VLCC is used as 0.9
2-6) Berth Configuration Coefficient (Cc)
The berth configuration coefficient (Cushion Factor) indicates the difference between an open
structure (e.g. piled jetty) and closed structure (e.g. quay wall)
For open berth and corners of quay wall Cc is generally taken as 1.0
For (solid) quay wall under parallel approach Cc is generally taken as 0.9
2-7) Abnormal Impact
Fenders have to be capable of catering for a reasonable abnormal impact. The following table
gives general guidance on the selection of the tactor for abnormal impact to be applied to the
design energy.
The factor of abnormal impact should not be less than 1.1
Factory for Abnormal
Type Of Berth Impact Vessel
Impact Applied to
Berthing Energy (Cab)
Tanker and Bulk
Cargo

Largest
Smallest

1.25
1.75

Container

Largest
Smallest

1.5
2.0

General Cargo
Ro-Ro and Ferries

1.75
2.0 or higher

Tugs, Work Boats, etc.

2.0

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

3) ALLOWABLE REACTION FORCE


The allowable reaction force from the impact of the ship is governed by the designed lateral
resistance of the berthing structure. If the lateral resistance is exceeded, the structure would
be damaged. (This reaction force would also act on the hull of the berthing ship. If the pressure
exceeds the hull resistance, the hull would be damaged.)
Therefore the fendering system must be designed such that
REACTION FORCE IN FENDERS < LATERAL RESISTANCE OF STRUCTURE
It is important to note that the reaction force from the impact of a ship is not a constant value.
It varies with deformation and is represented by the performance curves of the protecting fender.
In design, different types and combination of fenders may be tired out, so as to arrive at a rated
reaction force below the allowable resistance of the berthing structure. Generally, the lateral
resistance of dolphins and open piled piers are lower than that of the more massive quay wall
structures.
4) ALLOWABLE HULL (SURFACE) PRESSURE
4-1) Allowable hull (surface) pressure
The data is not available. In the design of fenders for dangerous cargo vessel such as oil tanker.
allowable hull pressure ranges from 20 tons/m.
There, however, are many cases of tankers berthing on to the fender with surface pressure
exceeding 100 tons/m2 without any damage of the hull
Type Of Vessel

Hull Pressure kN/m

Container vessels 1st and 2nd generation

< 400

3rd Generation (Panamax)

< 300

4th Generation

<250

5th & 6th Generation

<200

=/< 20.000 DWT

400 - 700

> 20.000 DWT 40

<400

=/< 60.000 DWT

< 300

> 60.000 DWT

< 350

VLCC

150 - 200

Gas Carries (LNG / LPG)

< 200

Bulk Carries

< 200

SWATH

RO - RO Vessel

Passenger Vessel

General Cargo Vessels

Oil Tanker

These vessels are usually belted

4-2) Actual values of typical fender


The following are the surface pressure of typical fender:
V-Shape
: 50 - 140 (ton/m2)
Improved V-shape
: 40 - 120
Floating type fender
: 10 - 25
Fender with frontal panel : values can be adjusted by changing the size of the frontal panel

DESIGN OF FENDER SYSTEM

5-1) Vertical Direction


The types of the fenders and its position at the quay must be determined to protect and absorb
the berthing energy of all types and size of vessels at all possible tidal range.

MIN. VESSEL

MAX. VESSEL

MIN. VESSEL

MAX. VESSEL

MIN. VESSEL

MAX. VESSEL

FENDER WITH
FRONTAL FRAME

FENDER

FENDER

DESIGN OF FENDER SYSTEM

5) POSITION AND AREAS TO BE PROTECTED

5-2) Horizontal Direction


The interval of the fenders must be determined so as to avoid direct contact with the quay wall
under the designed berthing angle and designed deflection of the fenders.
1) Continuous Wharf
(* Refer to ITEM 7) FITTING INTERVAL OF FENDER

EL

SS

VE

FENDER

2) Continuous Wharf

SE

S
VE

FENDER

DOLPHIN

DESIGN OF FENDER SYSTEM

10

6-1) Wind Force


The wind force acting on the ship in moorage shall be determined
using an appropriate method of Calculation. In general, the
wind pressure is calculated by the following formula (refer to FIG.
3-10)

DESIGN OF FENDER SYSTEM

6) NATURAL FORCE

where ;
R1 : Resultant force of wind pressure (kg)
: Air density (= 0.123kgs2/m4)
U : Wind speed (m/s)
AF : Area of projection of the front of ship above water surface
(m2)
AS1 : Area of projection of the side of ship above water surface
(m2)
: Angle of the wind direction to the center line of the hull (deg)
C : Coefficient of wind pressure
General Cargo:
C = 1.325 - 0.05cos2 - 0.35cos4 - 0.175cos6
Passenger Ship:
C = 1.142 - 0.142cos2 - 0.367cos4 - 0.133cos6
Oil Tanker
C = 1.20 - 0.083cos2 - 0.25cos4 - 0.177cos6
6-2) Current Force

The resultant force due to the current in the direction of the ship side is calculated by the following
formula:

11

Where ;
R2 : Resultant force due to the current (kgf)
: Seawater density (= 104.5 kgfs / m4)
C : Coefficient of fluid pressure
V : Current speed (m/s)
As2 : Area of ship side below the draft line
(m)

R
1/2 VLd
5.0 L: Length between
perpendiculars
d: Mean Draft
4.0

6-3) Wave Force

2.0

The wave forces acting on the mooring ship


can be calculated by appropriate methods
such as the source method, the boundary
element method, the finite element method,
and the strip method which is most widely
used for ships.

1.0

DESIGN OF FENDER SYSTEM

6.0 C=

Water Depth = 1.1


Draft

3.0

1.5
7.0
0

20

40

60

80 100 120 140 160 180

A ship berths at a certain angle and contacts with the berth at certain point of bow or stern
of the ship.
The fitting fender spacing should be determined at a point where ships do not crash during
berthing.
At a suitable spacing, the following table is introduced in Technical Note No.30, Japan.
Water Depth
-4 ~ -6m
-6 ~ -8m
-8 ~ -10m

Fender Spacing
4 ~ 7m
7 ~ 10m
10 ~ 15m

DESIGN OF FENDER SYSTEM

7) FENDER SPACING

The following equation can be used for determining the maximum fender spacing.
r

where ;
L : maximum fender spacing (m)
r : bent radius of bow side of ship (m)
h : Height of fenders when effective berthing energy
absorbed (m)

If the information of a bent radius of board side is not available, then following equations offer a
guideline to the bent radius.
General Cargo --------------------------------------- Tanker, Ore Carrier ----------------------------------------500 DWT ~ 50,000 DWT
DWT 5,000 DWT ~ 200,000 DWT
Bow 5: log r = -0.853 + 0.640 log (DWT)

10: log r = -1.055 + 0.650 log (DWT)

Bow 5: log r = - 0.541 + 0.560 log (DWT)



10: log r = - 0.113 + 0.440 log (DWT)

* (DWT): Dead weight Tonnage of Vessel

DESIGN OF FENDER SYSTEM

12

DESIGN OF FENDER SYSTEM

8) DESIGN EXAMPLES
(1) Example 1
i) Vessel
Kind
DWT (tons)

General Cargo
15,000

1,000

Loa (m)

156

67

Lpp (m)

147

62

B (m)

23

10.8

D (m)

13.1

5.8

d (m)

10.4

3.9

V (m/sec)

0.15

0.25

1/4 point

1/4 point

0.5

0.5

Berthing Point
Eccentricity Coefficient

ii) Facility
Wharf Length
: 180 meter

continuous face
H.W.L.
: + 2.0m
L.W.L
: + 0.3m
Top elevation of deck : + 3.0m
iii) Berthing energy
DWT (ton) Ws (ton) Cb
Cm Ce V (m/sec) B/E (tonf-m)
15,000
21,600 0.599 1.834 0.5
0.15
22.7
1,000
1,690 0.631 1.808 0.5
0.25
4.9
iv) Selection of fender

Relation of fenders & vessels at L.W.L


In the case of 1,000 DWTs berthing at L.W.L., the contact
length of vessel to fender is 1.4 meter
(= 1.9 - 0.5).
The energy absorption of 1.4 meter length of fender is:
17.6 Tonf-m/1.4 m > 4.9 Tonf-m.

13

DESIGN OF FENDER SYSTEM

+3.50

600

1000DWT

+2.5

15000DWT

SX type fender model


: SX600H x 2000L (Hl)
Performance Fender Height : 0.600 meter
Rated Deflection
: 52.5%
Reaction Force
: 99.5 Tonf
Energy Absorption
: 25.1 Tonf-m > 22.7 Tonf-m
Surface Pressure
: 73.7 Tonf/m2

+1.9 SX600H X 2000L (H1)


L.W.L. +0.3

+0.5

+3

DESIGN OF FENDER SYSTEM

v) Fender Spacing
Please refer to data below for maximum spacing.
Vessel
Bent Radius
Fender Height
Fender Deflection

:
: r (m)
: H (m)
: d (m)

Deflected Fender Height


Max Spacing

: h (m)
: L (m)

15,000 DWT
45
0.6
0.315
(52.5%)
0.285
10.1

1,000 DWT
8
0.6
0.138
(23%)
0.462
5.3

We would recommend 5.0 meters of fender spacing as to accommodate the minimum vessel for
1,000 DWT
(2) Example 2
i) Vessel

Kind

Ore Carrier

General Cargo

40,000

2,000

Loa (m)

194

83

Lpp (m)

182

77

B (m)

28.4

13.1

D (m)

15.8

7.2

d (m)

11.4

4.9

V (m/sec)

0.12

0.20

1/4 point

1/4 point

0.5

0.5

DWT (tons)

Berthing Point
Eccentricity Coefficient

ii) Facility
Wharf Length
: 250 meter continuous face
H.W.L.
: + 3.5 m
L.W.L
: + 0.3 m
Top elevation of deck
: + 4.5 m
Bottom elevation of deck : + 2.5 m
iii) Berthing energy
DWT (ton) Ws (ton) Cb
Cm Ce V (m/sec) B/E (tonf-m)
40,000
48,586 0.804 1.803 0.5
0.12
32.2
2,000
3,250 0.641 1.772 0.5
0.2
5.9

DESIGN OF FENDER SYSTEM

14

1.0

= Wrong Selection =
If we select the fender only basing on the calculated berthing
energy 32.2 Tonf-m and given space for fender installation,
following SH-Fender can be selected as one of the fenders to be
installed.
Type of fender
: SX1000H x 1500L (H3)
Performance Rated Deflection : 52.5%
Reaction Force
: 82.9 Tonf
Energy Absorption
: 34.8 Tonf-m > 31.9 Tonf-m
Surface Pressure
: 49 Tonf/m

40000DWT

+4.7

+4.25
SX
1000H X 1500L
+2.75
+2.30

2000DWT

DESIGN OF FENDER SYSTEM

iv) Selection of fender


+4.5

L.W.L. +0.30

From the above, the small vessel, 2,000 DWT has no contact with the fender. Therefore, the
selected fender is not suitable for this application.

DESIGN OF FENDER SYSTEM

40000DWT
2000DWT

: CSS-1150H (F2)
: 52.5%
: 76.3 Tonf
: 38.6 Tonf-m > 32.2 Tonf-m
: 1.75 mW x 3.5 mL

+4.7

40000DWT

= Good Selection =
Alternative 2
Type of fender
: SX 600H x 3000L (H1)
Performance Rated Deflection : 52.5%
Reaction Force
: 149 Tonf
Energy Absorption
: 37.6 Tonf-m > 32.2 Tonf-m
Surface Pressure
: 74 Tonf/m

15

CSS-1150H
+4.50
+4.5

+4.7

2000DWT

= Good Selection =
Alternative 1
Type of fender
Performance Rated Deflection
Reaction Force
Energy Absorption
Frontal Frame

+2.75

+2.20

+1.0 Frontal Frame


L.W.L. +0.3

0.6
+4.20
SX 600H X 3000L
+2.2
L.W.L.
+0.3

+1.20
+1.0

+4.50

Appendix C. Table C-1


Dead
DisplaType
cement
Weight
Tonnage
(t)
(t)

Length

Length

Overall

P.P.

(m)

(m)

Breadth

Depth

Maximum

Confidence Limit : 75%


Wind Lateral Area
Wind Front Area

Draft
(m)

(m)

(m)

(m)
Full Load
Ballast
Condition Condition
278
342
426
541
547
708
750
993
922
1,240
1,150
1,570
1,480
2,060
1,760
2,790
2,260
3,250
2,700
3,940

(m)
Full Load
Ballast
Condition Condition
63
93
101
142
132
182
185
249
232
307
294
382
385
490
466
585
611
750
740
895

General
Cargo
Ship

1,000
2,000
3,000
5,000
7,000
10,000
15,000
20,000
30,000
40,000

1,690
3,250
4,750
7,690
10,600
14,800
21,600
28,400
41,600
54,500

67
83
95
111
123
137
156
170
193
211

62
77
88
104
115
129
147
161
183
200

10.8
13.1
14.7
16.9
18.6
20.5
23.0
24.9
27.8
30.2

5.8
7.2
8.1
9.4
10.4
11.6
13.1
14.3
16.2
17.6

3.9
4.9
5.6
6.6
7.4
8.3
9.5
10.4
11.9
13.0

Bulk
Carrier*

5,000
7,000
10,000
15,000
20,000
30,000
50,000
70,000
100,000
150,000
200,000
250,000

6,920
9,520
13,300
19,600
25,700
37,700
61,100
84,000
118,000
173,000
227,000
280,000

109
120
132
149
161
181
209
231
255
287
311
332

101
111
124
140
152
172
200
221
246
278
303
324

15.5
17.2
19.2
21.8
23.8
27.0
32.3
32.3
39.2
44.5
48.7
52.2

8.6
9.5
10.6
11.9
13.0
14.7
17.1
18.9
21.1
23.8
25.9
27.7

6.2
6.9
7.7
8.6
9.4
10.6
12.4
13.7
15.2
17.1
18.6
19.9

689
795
930
1,100
1,240
1,480
1,830
2,110
2,460
2,920
3,300
3,630

910
1,090
1,320
1,630
1,900
2,360
3,090
3,690
4,460
5,520
6,430
7,240

221
250
286
332
369
428
518
586
669
777
864
938

245
287
340
411
470
569
723
846
1,000
1,210
1,380
1,540

7,000
10,000
15,000
20,000
25,000
30,000
40,000
50,000
60,000

10,700
15,100
22,200
29,200
36,100
43,000
56,500
69,900
83,200

123
141
166
186
203
218
244
266
286

115
132
156
175
191
205
231
252
271

20.3
22.4
25.0
27.1
28.8
30.2
32.3
32.3
36.5

9.8
11.3
13.3
14.9
16.3
17.5
19.6
21.4
23.0

7.2
8.0
9.0
9.9
10.6
11.1
12.2
13.0
13.8

1,460
1,880
2,490
3,050
3,570
4,060
4,970
5,810
6,610

1,590
1,990
2,560
3,070
3,520
3,950
4,730
5,430
6,090

330
410
524
625
716
800
950
1,090
1,220

444
535
663
771
870
950
1,110
1,250
1,370

1,000
2,000
3,000
5,000
7,000
10,000
15,000
20,000
30,000
50,000
70,000
100,000
150,000
200,000
300,000

1,580
3,070
4,520
7,360
10,200
14,300
21,000
27,700
40,800
66,400
91,600
129,000
190,000
250,000
368,000

61
76
87
102
114
127
144
158
180
211
235
263
298
327
371

58
72
82
97
108
121
138
151
173
204
227
254
290
318
363

10.2
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

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

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

190
280
351
467
564
688
860
1,010
1,270
1,690
2,040
2,490
3,120
3,670
4,600

280
422
536
726
885
1,090
1,390
1,650
2,090
2,830
3,460
4,270
5,430
6,430
8,180

86
119
144
184
216
255
309
355
430
548
642
761
920
1,060
1,280

85
125
156
207
249
303
378
443
554
734
884
1,080
1,340
1,570
1,970

Container
Ship**

Oil
Tanker

DESIGN OF FENDER SYSTEM

STANDARD SIZE OF VESSELS

* Excerpt from PIANC 2002

DESIGN OF FENDER SYSTEM

16

DESIGN OF FENDER SYSTEM

Appendix C. Table C-1


Dead
DisplaWeight
Type
cement
Tonnage
(t)
(t)

Length

Length

Overall

P.P.

(m)

(m)

Breadth

Depth

Maximum

Confidence Limit : 75%


Wind Lateral Area
Wind Front Area

Draft
(m)

(m)

(m)

(m)
Full Load
Ballast
Condition Condition
880
970
1,210
1,320
1,460
1,590
1,850
2,010
2,170
2,350
2,560
2,760
3,090
3,320
3,530
3,780
4,260
4,550

(m)
Full Load
Ballast
Condition Condition
232
232
314
323
374
391
467
497
541
583
632
690
754
836
854
960
1,020
1,160

Ro/Ro
Ship

1,000
2,000
3,000
5,000
7,000
10,000
15,000
20,000
30,000

2,190
4,150
6,030
9,670
13,200
18,300
26,700
34,800
50,600

73
94
109
131
148
169
196
218
252

66
86
99
120
136
155
180
201
233

14.0
16.6
18.3
20.7
22.5
24.6
27.2
29.1
32.2

6.2
8.4
10.0
12.5
14.5
17.0
20.3
23.1
27.6

3.5
4.5
5.3
6.4
7.2
8.2
9.6
10.7
12.4

Passenger

1,000
2,000
3,000
5,000
7,000
10,000
15,000
20,000
30,000
50,000
70,000

1,030
1,910
2,740
4,320
5,830
8,010
11,500
14,900
21,300
33,600
45,300

64
81
93
112
125
142
163
180
207
248
278

60
75
86
102
114
128
146
160
183
217
243

12.1
14.4
16.0
18.2
19.8
21.6
23.9
25.7
28.4
32.3
35.2

4.9
6.3
7.4
9.0
10.2
11.7
13.7
15.3
17.8
21.7
24.6

2.6
3.4
4.0
4.8
5.5
6.4
7.5
8.0
8.0
8.0
8.0

464
744
980
1,390
1,740
2,220
2,930
3,560
4,690
6,640
8,350

486
770
1,010
1,420
1,780
2,250
2,950
3,570
4,680
6,580
8,230

187
251
298
371
428
498
592
669
795
990
1,140

197
263
311
386
444
516
611
690
818
1,010
1,170

Ferry

1,000
2,000
3,000
5,000
7,000
10,000
15,000
20,000
30,000
40,000

1,230
2,430
3,620
5,970
8,310
11,800
17,500
23,300
34,600
45,900

67
86
99
119
134
153
177
196
227
252

61
78
91
110
124
142
164
183
212
236

14.3
17.0
18.8
21.4
23.2
25.4
28.1
30.2
33.4
35.9

5.5
6.8
7.7
9.0
10.0
11.1
12.6
13.8
15.6
17.1

3.4
4.2
4.8
5.5
6.1
6.8
7.6
8.3
9.4
10.2

411
656
862
1,220
1,530
1,940
2,550
3,100
4,070
4,950

428
685
903
1,280
1,600
2,040
2,690
3,270
4,310
5,240

154
214
259
330
387
458
555
636
771
880

158
221
269
344
405
482
586
673
819
940

1,000
2,000
3,000
5,000
7,000
10,000
15,000
20,000
30,000
50,000
70,000
100,000

2,480
4,560
6,530
10,200
13,800
18,900
27,000
34,800
49,700
78,000
105,000
144,000

71
88
100
117
129
144
164
179
203
237
263
294

66
82
93
109
121
136
154
169
192
226
251
281

11.7
14.3
16.1
18.8
20.8
23.1
26.0
28.4
32.0
37.2
41.2
45.8

5.7
7.2
8.4
10.0
11.3
12.9
14.9
16.5
19.0
22.8
25.7
29.2

4.6
5.7
6.4
7.4
8.1
9.0
10.1
11.0
12.3
12.3
12.3
12.3

390
597
765
1,050
1,290
1,600
2,050
2,450
3,140
4,290
5,270
6,560

465
707
903
1,230
1,510
1,870
2,390
2,840
3,630
4,940
6,050
7,510

133
195
244
323
389
474
593
696
870
1,150
1,390
1,690

150
219
273
361
434
527
658
770
961
1,270
1,530
1,860

Ship

Gas
Carrier

*) Full Load Condition of Wind Lateral / Front Areas of log carrier don't include the areas of logs on deck.
**) Full Load Condition of Wind Lateral / Front Areas of Container Ships include the areas of containers on deck.

* Excerpt from PIANC 2002

17

DESIGN OF FENDER SYSTEM

Type

Dead
Weight
Tonnage
(t)

Displacement
Type
(t)
50%

75%

95%

1,000

1,850

1,690

1,850

Cargo

2,000

3,040

3,250

Ship

3,000

4,460

4,750

5,000

7,210

General

Dead
Weight
Tonnage
(t)

Displacement
(t)
50%

75%

95%

1,000

1,970

2,170

2,540

3,560

2,000

3,730

4,150

4,820

5,210

3,000

5,430

6,030

7,010

7,690

8,440

5,000

8,710

9,670

11,200

Ro/Ro

7,000

9,900

10,600

11,600

7,000

11,900

13,200

15,300

10,000

13,900

14,800

16,200

10,000

16,500

18,300

21,300

15,000

20,300

21,600

23,700

15,000

24,000

2,700

31,000

20,000

26,600

28,400

31,000

20,000

31,300

34,800

41,400

30,000

39,000

41,600

45,600

30,000

45,600

50,600

58,800

40,000

51,100

54,500

59,800
1,000

850

1,030

1,350

Bulk

5,000

6,740

6,920

7,190

2,000

1,580

1,910

2,500

Carrier

7,000

9,270

9,520

9,880

3,000

2,270

2,740

3,590

10,000

13,000

13,300

13,800

5,000

3,580

4,320

5,650

15,000

19,100

19,600

20,300

7,000

4,830

5,830

7,630

20,000

25,000

25,700

26,700

10,000

6,640

8,010

10,500

30,000

36,700

37,700

39,100

15,000

9,530

11,500

15,000

50,000

59,600

61,100

63,500

20,000

12,300

14,900

19,400

70,000

81,900

84,000

87,200

30,000

17,700

21,300

27,900

100,000

115,000

118,000

122,000

50,000

27,900

33,600

44,000

150,000

168,000

173,000

179,000

70,000

37,600

45,300

59,300

200,000

221,000

227,000

236,000

250,000

273,000

280,000

291,000

Passenger

Container

Ferry

1,000

810

1,230

2,240

2,000

1,600

2,430

4,430

7,000

10,200

10,700

11,500

3,000

2,390

3,620

6,590

10,000

14,300

15,100

16,200

5,000

3,940

5,970

10,900

15,000

21,100

22,200

23,900

7,000

5,480

8,310

15,100

20,000

27,800

29,200

31,400

10,000

7,770

11,800

21,500

25,000

34,300

36,100

38,800

15,000

11,600

17,500

31,900

30,000

10,800

43,000

46,200

20,000

15,300

23,300

42,300

40,000

53,700

56,500

60,800

30,000

22,800

34,600

63,000

50,000

66,500

69,900

75,200

40,000

30,300

45,900

83,500

60,000

79,100

83,200

89,400

Oil

1,000

1,450

1,580

1,800

Gas

1,000.0

2,210.0

2,480

2,910

Tanker

2,000

2,810

3,070

3,480

Carrier

2,000

4,080

4,560

5,370

3,000

4,140

4,520

5,130

3,000

5,830

6,530

7,680

5,000

6,740

7,360

8,360

5,000

9,100

10,200

12,000

Ship

7,000

9,300

10,200

11,500

7,000

12,300

13,800

16,200

10,000

13,100

14,300

16,200

10,000

16,900

18,900

22,200

15,000

19,200

21,000

23,900

15,000

24,100

27,000

31,700

20,000

25,300

27,700

31,400

20,000

31,100

34,800

40,900

30,000

37,300

40,800

46,300

30,000

44,400

49,700

58,500

50,000

60,800

66,400

75,500

50,000

69,700

78,000

91,800

70,000

83,900

91,600

104,000

70,000

94,000

105,000

124,000

100,000

118,000

129,000

146,000

100,000

128,000

144,000

169,000

150,000

174,000

190,000

216,000

200,000

229,000

250,000

284,000

300,000

337,000

368,000

418,000

DESIGN OF FENDER SYSTEM

Appendix C. Table C-2 VESSEL DISPLACEMENTS. Confidence Limits : 50%, 75%, 95%

* Excerpt from PIANC 2002

DESIGN OF FENDER SYSTEM

18

THE DEVELOPMENT OF FENDER


19

THE DEVELOPMENT OF FENDER


What is Fender
Fender systems is to protect the wharf and quay wall structure as a bumper when vessels berthing,
due to absorb the berthing energy of vessels and reduce the berthing impact to the vessels. The
adoption of suitable fender will bring us next stage with enhancing smooth berthing, otherwise we
are possible to get reducing cargo handling time and more effective objects.
History
In history of fender, ancestors used to use wooden block as a fender, sometimes we can see these
wooden fender in small wharf and so on. In 1960, we SHIBATA produced first fender Cylindrical. Then,
we developed molded fender as D, Square shape, V shape in 70s. After 70s, we had developed Circle
type concept, produced Circle type fender. Also we developed floating fender as a Pneumatic
fender, Foam Filled, and Roller fender, tug boat fender and so on. In recent days, vessel size keeps
getting bigger and port facilities also level up with the rise of containerization, the demand of high
performance fender as CSS or SPC is increasing.

THE DEVELOPMENT OF FENDER

THE DEVELOPMENT OF FENDER

CSS-type

Pneumatic

Rubber chain

Rubber Ladder

THE DEVELOPMENT OF FENDER

20

CSS FENDER
CSS FENDER

Introduction
In recent years while the economic blocks have expanded increasingly wider, the maritime distribution
industry has entered into the era of high-speed distribution in large quantities, in which large-scale
container ships are taking the initiative. Accordingly, the development and production of larger and
faster vessels has raised the demand for lighter weight of the hull structure. This has also affected how
a fender should serve as a crucial supporter in ensuring safe moorings of ships; as a result, the main
stream has been shifting from the conventional types of fenders to the ones with higher absorbed
energy and with lower reaction force. These allow less shock to be transmitted to the outer plank of
the hull.
Conventionally, fender materials have been selected with priority given to whether or not they have
sufficient ability to absorb the energy coming from a mooring ship. With progressing competition
among harbor operators, however, there has been a growing tendency to place more priority over
the cause no damage to the hull structure.
In particular, to select fenders intended for large scale container ships, considerations such as a
allowable hull pressure, flexibility to widely-opened flare of the or easier maintenance check to
important in addition to the conventional requirements absorption of the berthing energy, relation
between the pier strength and the fenders reaction force and durability of the fender. The Circle
Fender with Frontal Panel is furnished with frontal frame whose front surface is covered with the
resin sheet that allows a low co-efficient of friction. For a permissible surface pressure of the hull
structure, surface reaction force of the fender (ton/m) can be adjusted simply by regulating the size
of the frontal panel. For flexibility to a flare angle of the hull, it employs a structure that enables the
generated load to be received on its flat portions. The Circle Fender with Frontal Panel, whose rubber
structure has no direct will suffer from rubbings or flaws. This fender which is designed appropriately,
can give excellent durability to allow a service life of about 15 years only by applying a simple and
easy maintenance check on the product.

21

CSS FENDER

F0

F1

F2

52.5%

52.5%

52.5%

F3

F4

52.5%

52.5%

R/F

E/A

R/F

E/A

R/F

E/A

R/F

E/A

R/F

E/A

(kN)

(kNm)

(kN)

(kNm)

(kN)

(kNm)

(kN)

(kNm)

(kN)

(kNm)

500H

184

40.5

163

35.9

141

31.1

109

23.9

87.1

19.1

500H

600H

265

69.9

235

62.1

204

53.7

157

41.4

126

33.0

600H

800H

471

166

418

147

362

128

279

98.1

223

78.5

800H

1000H

736

324

653

287

566

249

435

191

348

153

1000H

1150H

973

492

863

436

748

379

576

291

461

233

1150H

1250H

1147

633

1020

561

884

486

680

374

544

299

1250H

1450H

1550

991

1373

876

1187

759

915

584

732

467

1450H

1600H

1883

1324

1667

1177

1451

1020

1118

785

891

628

1600H

1700H

2128

1589

1883

1412

1638

1226

1255

940

1010

751

1700H

2000H

2942

2589

2609

2295

2265

1991

1746

1530

1393

1226

2000H

2250H

3727

3687

3305

3275

2864

2834

2207

2177

1765

1746

2250H

2500H

4597

5056

4082

4489

3536

3892

2721

2988

2176

2391

2500H

3000H

6620

8737

5878

7757

5092

6726

3919

5162

3133

4131

3000H

Size

CSS FENDER

CSS FENDER
Fender Performance At Design Deflection

* PERFORMANCE TOLERANCE 10%

Small Reduction Force for Angular Compression Performance Adjustment Factor from 52.5% deflecting Value
Angle (deg)

10

15

20

Compress until Design Fender Reaction Force Value


E/A


1.000

0.977

0.966

0.950

0.936

0.922

0.910

0.898

0.883

0.801

0.652

R/F

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

Compress until Maximum Fender Reaction Force Value


E/A

1.059

1.036

1.024

1.009

0.997

0.982

0.968

0.955

0.940

0.861

0.722

R/F

1.063

1.063

1.063

1.063

1.063

1.063

1.063

1.063

1.063

1.063

1.063

Perfomance of Intermediate Deflection

Temperature Factor

Deflection (%)

R/F

E/A

Temperature (C)

TF

0%

0%

-20

1.375


39%

2%

-10

10

70%

8%

1.083

15

88%

17%

10

1.034

20

96%

28%

23

25

100%

39%

30

0.976

30

99%

50%

40

0.945

35

97%

62%

50

0.918

40

96%

72%

60

0.917

45

95%

83%

50

97%

94%

52.5

100%

100%

55

107%

106%

1.182

CSS FENDER

22

300

100

200

50

100

0
0

10

15

20

25

30

35

40

45

50

Deflection (%)

DImension of CSS Fender

Anchor

Bolts

D
B

New Jetty

Existing

FL Bolts

CR Bolt

kg

kg

kg

4XM24

1.56

1.22

110

500H

660

4XM27

1.84

1.7

197

600H

(mm)

(mm)

(mm)

(mm)

500H

500

650

16-20

550

600H

600

780

20-25

Anchor

Weight

800H

800

1050

27-33

900

6XM30

2.7

2.27

432

800H

1000H

1000

1230

32-40

1100

6XM36

4.21

3.72

760

1000H

1150H

1150

1440

37-45

1300

6XM42

7.38

6.23

1205

1150H

1250H

1250

1600

40-49

1450

6XM42

7.38

6.23

1550

1250H

1450H

1450

1820

42-45

1650

6XM48

10.5

9.22

2350

1450H

1600H

1600

1960

45-46

1800

8XM48

10.5

9.22

2940

1600H

1700H

1700

2100

50-60

1900

8XM56

16.7

14.8

3730

1700H

2000H

2000

2200

50-62

2000

8XM64

20.4

21.3

5260

2000H

2250H

2250

2550

59-63

2300

10XM64

20.4

21.3

7450

2250H

2500H

2500

2950

69-84

2700

10XM64

20.4

21.3

10750

2500H

3000H

3000

3350

82-98

3150

12XM76

34.0

N/A

18600

3000H

* Specification will be changed without prior notice.

23

CSS FENDER

55

Energy (%)

Reaction (%)

CSS FENDER

PERFORMANCE CURVE
150

Introduction
The pioneer of fender system SHIBATA suggests
SUPER CIRCLE FENDER with full confidence.
SHIBATA was established in 1923 as a rubber boots factory. Since then, we are developing many
kinds of rubber products. Especially in the marine fender products, we had installed superior and high
quality products since early part of 1960s. After 1970s we developed CIRCLE TYPE fender, almost of
another competition fender was designed by basing on our CIRCLE design policy.

SUPER CIRLCE FENDER

SUPER CIRCLE FENDER

We SHIBATA are always considering how a fender should be served as crucial supporter in safe
berthing and mooring of ships. As a result, the main stream has been shifting from conventional
types of fenders to the ones with higher energy absorption, lower reaction for excellent cost performance.
In recent days, vessel size keeps getting bigger and port facilities also level up with the rise of containerization, the demand of high performance fender is increasing. We have succeeded to develop
ultimate fender SPC (Super Circle) Fender. And so, we recommend SUPER CIRCLE FENDER with full
confidence.

High Performance (Excellent)


More than 40 YEARS history for Fender (Many Experience)
ISO 9001 & 14000 Awarded (High Quality)

SUPER CIRCLE FENDER

24

SUPER CIRLCE FENDER

0%

35%

70%

25

SUPER CIRCLE FENDER

FC10

FC25

FC44

FC62

FC96

Reaction

Energy

Reaction

Energy

Reaction

Energy

Reaction

Energy

Reaction

Energy

(kN)

(kNm)

(kN)

(kNm)

(kN)

(kNm)

(kN)

(kNm)

(kN)

(kNm)

300H

57

9.0

72

11.2

82

13

93

15

112

18

300H

350H

78

14.3

97

17.8

112

21

126

23

153

28

350H

400H

102

21.3

127

26.6

147

31

165

35

199

42

400H

500H

159

41.6

199

52.0

229

60

258

67

312

82

500H

600H

229

71.9

286

89.9

330

104

371

117

449

141

600H

700H

312

114.2

390

142.8

449

164

505

185

611

224

700H

800H

407

170

509

213

586

246

659

276

798

334

800H

900H

515

243

644

303

742

350

835

393

1010

476

900H

1000H

636

333

795

416

916

480

1030

539

1250

653

1000H

1100H

770

443

962

554

1108

638

1246

718

1513

869

1100H

1150H

841

506

1050

633

1210

729

1360

820

1650

993

1150H

1200H

916

575

1140

719

1320

829

1480

932

1800

1128

1200H

1300H

1075

732

1340

915

1550

1054

1740

1185

2110

1434

1300H

1400H

1247

914

1560

1142

1800

1316

2020

1480

2440

1791

1400H

1600H

1628

1364

2040

1705

2340

1964

2640

2210

3190

2673

1600H

1800H

2061

1942

2576

2428

2967

2797

3337

3146

4050

3806

1800H

2000H

2544

2664

3180

3330

3663

3836

4120

4316

5000

5221

2000H

Size

Size

SUPER CIRLCE FENDER

SPC FENDER

*PERFORMANCE TOLERANCE 10%


*DEFLECTION: 70%
Perfomance of Intermediate Deflection Small Reduction Force for Angular Compression
Angle (deg)
0
3
6
9
Deflection
R/F
E/A
E/A
1.00
1.00
1.00
0.989
0
0%
0%
5

27%

1%

10

48%

5%

15

65%

10%

20

79%

17%

25

90%

25%

30

97%

34%

35

100%

44%

40

99%

53%

45

93%

62%

50

84%

71%

55

73%

78%

60

68%

85%

65

76%

92%

70

100%

100%

72

132%

104%

73

148%

107%

74

165%

110%

R/F

1.0

1.0

1.0

1.0

12

15

20

0.965

0.920

0.800

1.0

1.0

1.0

Temperature Factor
Temperature (C)

TF

-20

1.375

-10

1.182

1.083

10

1.034

23

30

0.976

40

0.945

50

0.918

60

0.917

SUPER CIRCLE FENDER

26

400

150

300

100

200

50

100

10

15

20

25

30

35

40

45

50

55

60

65

70

75

P.

OD1

PCD1

OD2

PCD2

D (mm)

E (mm)

Bolt Size

Weight

300H

300

500

440

262

210

18

25

M20X4

35kg

300H

350H

350

575

510

306

245

20

25

M20X4

51kg

350H

400H

400

650

585

350

280

20

25

M20X4

76kg

400H

500H

500

820

730

436

350

22

30

M24X4

151kg

500H

600H

600

900

810

525

420

23

45

M24X4

247kg

600H

700H

700

1120

1020

615

490

26

45

M30X4

402kg

700H

800H

800

1250

1165

700

560

31

72

M36X6

587kg

800H

900H

900

1450

1313

785

630

36

72

M36X6

853kg

900H

1000H

1000

1600

1460

875

700

38

82

M42X6

1129kg

1000H

1150H

1150

1850

1550

1000

805

41

92

M42X6

1720kg

1150H

1200H

1200

1920

1750

1050

840

46

92

M42X8

1980kg

1200H

1300H

1300

2080

1900

1140

910

50

95

M48X8

2500kg

1300H

1400H

1400

2240

2040

1230

980

53

95

M48X8

3130kg

1400H

1600H

1600

2500

2330

1400

1120

80

105

M48X8

4670kg

1600H

1800H

1800

2880

2620

1575

1260

90

120

M56X10

6650kg

1800H

3200

2920

1700

1400

100

123

M56X10

9560kg

2000H

2000H

27

0D2

0D1

.D

P.

.2

.D

.1

Deflection (%)

SUPER CIRCLE FENDER

Energy (%)

Reaction (%)

SUPER CIRLCE FENDER

PERFORMANCE CURVE
200

Introduction
Fender Team Gmbh is our partner company in Europe. Fender Team have a lot of experience and
knowledge for fender design.
The PM-Fender is an individually designed complete fender system. A turning lever-arm mounted
between the structure and panel restrains the panel movement during the entire fender compression,
allowing it to move only parallel to its mounting irrespective of the impact level and angle. The
advantages are obvious:

PM-FENDER (PARALLELFENDER)

PM-FENDER (PARALLELFENDER)

The system provides equal energy absorption capacity at any impact level.
No second contact point between the ship and the fender system can occur.
Reaction forces are much lower compared to conventional fender systems.
Lower reaction forced result in lower hull pressures and lighter structures which can lead to
substantial saving in the complete project.

This fender is uniquely designed for each project. Fender Team would be pleased to receive your
design input allowing us to select the correct type, size and overall layout for the PM-fender.

PM-FENDER (PARALLELFENDER)

28

PM-FENDER (PARALLELFENDER)

FRONT VIEW

SIDE VIEW
5

3
3
2

5
1
2
3
4
5
6

SPC-Rubber fender unit


Closed box steel panel
Torsion tube
Torsion tube arm
Upper and lower bracket with hinges
UHMW-PE plates

DOUBLE PM-FENDER

SINGLE PM-FENDER

Petronas, East Malaysia

29

PM-FENDER (PARALLELFENDER)

V-SHAPED FENDER
V-SHAPED FENDER

SV-type fender
A conventional cylindrical type fender absorbed energy
through compressive deformation, while this SV-type fender
materialized a revolutionary improved energy absorption
efficiency by adding the compressive deformation to
bucking deformation.
Once again, the introduction of a stationary system with
anchor bolts improved the durability remarkably.
This fender is used most widely in the world harbors as multi
purpose type fender.
Features
1) Excellent energy absorption efficiency
2) Excellent durability and stability
SX-type fender
It is the SX-type fender which is a narrow, excellent low reaction force and high energy absorption type together
with features of a multi purpose type (SV-type) fender and
increased energy absorption efficiency for higher stability.
This is especially suitable for open-type piers with vertical
piles and the like to which low reaction force type is advantageous to construction cost.
Features
1) Realization of ultimate energy absorption
2) Efficiency as a solid type
(Definitely higher absorption energy over a SV-type)
Intended purpose
1) Quay wall friendly low reaction force type impact applied to both the hull and the wall during
a vessel coming alongside the quay is minimal due to the small reaction force per absorption
energy amount.
2) Limited installation area (The space necessary for installing the fender per absorption energy is
smaller than that for a multi purpose type fender.
SX-P type fender
The use of impact-absorption plate on the face of SX-type fender enables the plate to receive the
local pressure from hull.
The fender is so constructed that the local pressure is dispersed throughout the fender via the impactabsorbing plate, damage to the fender by projections on the hull can be prevented, and stress is
dispersed throughout the rubber part.
This type is especially suitable for the places where more than a few meter long fenders are required
due to a wide tidal difference, or for mooring quay walls for work ships.
Features
1) Excellent durability

Stress caused by the local compression due to projections of the hull is dispersed throughout the
rubber impact-supporting part, which prevents damage by the local over compression.
2) Can be arranged variously

Connecting several rubber impact-supporting parts to an impact-receiving plate enable to have
an impact-receiving face suitable for all application conditions.

* Fender mounting surface or place is easily adjustable.

* Corresponding to wide tidal difference is easy.
3) Adjustment to face reaction force is possible

Desired face reaction force is obtainable by adjusting the size of the impact-receiving plate.
* Specification will be changed without prior notice.

V-SHAPED FENDER

30

V-SHAPED FENDER

SV FENDER PERFORMANCE
V1

V2

V3

V4

Reaction
Energy
Reaction
Energy
Reaction
Energy
Reaction
Energy
Force
Absorption
Force
Absorption
Force
Absorption
Force
Absorption

Size

Size

(tonf)

(tonf-m)

(tonf)

(tonf-m)

(tonf)

(tonf-m)

(tonf)

(tonf-m)

mm

150

12.8

0.641

11.3

0.563

8.44

0.422

5.63

0.281

3500

150

200

17.1

1.14

15.0

1.00

11.3

0.750

7.50

0.500

3500

200

250

21.4

1.78

18.8

1.56

14.1

1.17

9.38

0.781

3500

250

300

25.7

2.57

22.5

2.25

16.9

1.69

11.3

1.13

3500

300

400

34.2

4.56

30.0

4.00

22.5

3.00

15.0

2.00

3500

400

500

42.8

7.13

37.5

6.25

28.1

4.69

18.8

3.13

3000

500

600

51.3

10.3

45.0

9.00

33.8

6.75

22.5

4.50

3000

600

800

68.4

18.2

60.0

16.0

45.0

12.0

30.0

8.00

3000

800

1000

85.5

28.5

75.0

25.0

56.3

18.8

37.5

12.5

V1

V2

V3

1000

V4

Reaction
Energy
Reaction
Energy
Reaction
Energy
Reaction
Energy
Force
Absorption
Force
Absorption
Force
Absorption
Force
Absorption

Size

LENGTH
Up to

Size

(kN)

(kN-m)

(kN)

(kN-m)

(kN)

(kN-m)

(kN)

(kN-m)

mm

150

126.0

6.29

111

5.52

82.8

4.14

55.2

2.76

3500

150

200

168

11.2

147

9.81

111

7.35

73.5

4.90

3500

200

250

210

17.5

184

15.3

138

11.5

92.0

7.66

3500

250

300

252

25.2

221

22.1

166

16.6

111

11.1

3500

300

400

335

44.7

294

39.2

221

29.4

147

19.6

3500

400

500

420

69.9

368

61.3

276

46.0

184

30.7

3000

500

600

503

101

441

88.3

331

66.2

221

44.1

3000

600

800

671

178

588

157

441

118

294

78.5

3000

1000

838

279

735

245

552

184

368

L
Def(%)

RF

EA

0%

0%

0%

10%

50%

7%

123
*PERFORMANCE TOLERANCE 10%
*DEFLECTION: 45%
A
H

20%

86%

28%

30%

99%

56%

40%

99%

85%

45%

100%

100%

50%

135%

118%

3/4
Full Length A/L=0.75
L/H=7.0
L/H=4.5
L/H=2.1

A/L=0.50

A/L=0.25

73.4%

52.9%

26.0%

E/A

100%

71.2%

55.0%

28.0%

R/F

100%

77.5%

52.4%

28.1%

E/A

100%

78.6%

53.5%

28.2%

R/F

100%

82.2%

59.4%

37.1%

E/A

100%

83.3%

60.2%

36.3%

150

300

100

200

50

100

Reaction

V-SHAPED FENDER

Energy

15

20

25

Deflection (%)

30

35

40

45

50

Energy (%)

Reaction (%)

400

10

1/4

100%

PERFORMANCE CURVE

1/2

R/F

200

800
1000

Intermediate deflection

31

LENGTH
Up to

SV

(mm)

(mm)

(mm)

(mm)

(mm)

(mm)

150H

150

300

98

20

75

240

200H

200

400

130

24

100

250H

250

500

162

24

125

300H

300

600

195

29

400H

400

800

260

500H

500

1000

600H

600

1200

800H

800

1000H

1000

Anchor

Weight
kg/m

SV

M22

34

150H

320

M24

60

200H

400

M24

87

250H

150

480

M30

133

300H

33

200

640

M36

245

400H

324

38

250

800

M36

304

500H

390

44

300

960

M42

526

600H

1500

520

50

400

1300

M48

890

800H

1800

648

59

500

1550

M48

1389

1000H

1000mm

1500mm

2000mm

2500mm

3000mm

3500mm

900

700

630

800

725

680

V-SHAPED FENDER

Dimension

Bolt Hole Interval

150H

150H

Bolts

10

12

Bolts

200H

900

700

630

800

725

680

200H

Bolts

10

12

Bolts

250H

900

700

630

800

725

680

250H

Bolts

10

12

Bolts

300H

900

700

630

800

725

680

300H

Bolts

10

12

Bolts

400H

900

700

630

800

725

680

400H

12

Bolts

10

500H

900

700

630

800

725

500H

Bolts

10

Bolts

600H

900

700

630

800

725

600H

Bolts

Bolts

10

Bolts

800H

900

700

630

800

725

800H

Bolts

10

Bolts

1000H

900

700

630

800

725

1000H

Bolts

10

Bolts

B
F

V-SHAPED FENDER

32

V-SHAPED FENDER
33

V-SHAPED FENDER

SX, SX-P PERFORMANCE


H1

H2

H3

Reaction

Energy

Reaction

Energy

Reaction

Energy

Reaction

Energy

LENGTH

Force

Absorption

Force

Absorption

Force

Absorption

Force

Absorption

Up to

(tonf)

(tonf-m)

(tonf)

(tonf-m)

(tonf)

(tonf-m)

(tonf)

(tonf-m)

mm

250

26.9

2.83

20.7

2.18

17.3

1.81

13.8

1.45

3500

250

300

32.3

4.07

24.9

3.13

20.7

2.61

16.6

2.09

3500

300

400

43.1

7.24

33.2

5.57

27.6

4.64

22.1

3.71

3500

400

500

53.9

11.3

41.5

8.70

34.6

7.25

27.6

5.80

3500

500

600

64.7

16.3

49.8

12.5

41.5

10.4

33.2

8.35

3500

600

800

86.2

29.0

66.3

22.3

55.3

18.6

44.2

14.8

3000

800

1000

108

45.2

82.9

34.8

69.1

29.0

55.3

23.2

3000

1000

H0

H1

H2

Size

H3

Reaction

Energy

Reaction

Energy

Reaction

Energy

Reaction

Energy

LENGTH

Force

Absorption

Force

Absorption

Force

Absorption

Force

Absorption

Up to

(kN)

(kN-m)

(kN)

(kN-m)

(kN)

(kN-m)

(kN)

(kN-m)

mm

250

264

27.8

203

21.4

170

17.8

135

14.2

3500

250

300

317

39.9

244

30.7

203

25.6

163

20.5

3500

300

400

423

71

326

54.6

271

45.5

217

36.4

3500

400

500

529

111

407

85.3

339

71.1

271

56.9

3500

500

600

634

160

488

123

407

102

326

81.9

3500

600

Size

Size

800

845

284

650

219

542

182

433

145

3000

800

1000

1059

443

813

341

678

284

542

228

3000

1000

Def (%)

RF

EA

0%

0%

0%

5%

27%

2%

10%

54%

6%

15%

76%

14%

20%

91%

24%

25%

98%

35%

30%

99%

47%

35%

100%

59%

40%

100%

71%

45%

98%

82%

50%

98%

94%

52.5%

100%

100%

55%

125%

107%

*PERFORMANCE TOLERANCE 10%


*DEFLECTION 52.5%

H
3/4
Full Length A/L=0.75

L/H=7.0
L/H=4.5
L/H=2.1

1/2

1/4

A/L=0.50

A/L=0.25

R/F

100%

73.4%

52.9%

26.0%

E/A

100%

71.2%

55.0%

28.0%

R/F

100%

77.5%

52.4%

28.1%

E/A

100%

78.6%

53.5%

28.2%

R/F

100%

82.2%

59.4%

37.1%

E/A

100%

83.3%

60.2%

36.3%

Reaction Force (%)

PERFORMANCE CURVE
150

300

100

200

50

100

Reaction

10

15

20

25

30

35

40

45

50

55

Energy Absorption (%)

Size

V-SHAPED FENDER

H0

Deflection (%)
Energy

V-SHAPED FENDER

34

V-SHAPED FENDER

Dimension
A

(mm)

(mm)

(mm)

(mm)

(mm)

(mm)

(mm)

250

500

200

24

178

400

7.5

M24

85

300

600

290

29

213

480

M30

129

300H

400H

400

800

320

33

285

640

12

M36

240

400H

500H

500

1000

400

38

358

800

15

M36

358

500H

600H

600

1200

480

44

425

960

18

M42

525

600H

800

1500

640

50

520

1300

24

M48

890

1000

1800

800

59

610

1550

30

M48

1397

250H
300H

800H
1000H

Anchor

Weight
kg/m

Bolt Hole Interval


1000mm

1500mm

2000mm

2500mm

3000mm

3500mm

900

700

630

800

725

680

250H

Bolts

10

12

Bolts

300H

900

700

630

800

725

680

300H

Bolts

10

12

Bolts

250H

400H

900

700

630

800

725

680

400H

Bolts

10

12

Bolts

500H

900

700

630

800

725

680

500H

Bolts

10

12

900

700

630

800

725

600H

Bolts

10

Bolts

800H

900

700

630

800

725

800H

Bolts

10

Bolts

1000H

900

700

630

800

725

1000H

Bolts

10

Bolts

C
K
A
D
E
B
F

35

V-SHAPED FENDER

Bolts

600H

250H

800H
1000H

H0

H1

H2

H3

LENGTH

SX-P

EA

RF

EA

RF

EA

RF

EA

RF

SX-P

Up to

250

24.6

264

18.9

203

15.8

170

12.7

135

250

3500

300

35.4

317

27.2

244

22.7

203

18.1

163

300

3500

400

63

423

48.4

326

40.3

271

32.3

217

400

3500

500

98.1

529

75.6

407

63.1

339

50.4

271

500

3500

600

142

634

109

488

90.8

407

72.6

326

600

3000

800

252

845

193

650

162

542

129

433

800

3000

1000

393

1059

303

813

252

678

202

542

1000

3000

V-SHAPED FENDER

SX-P

*Deflection: 47.5%

V-SHAPED FENDER

36

CYLINDRICAL FENDER - CT -

CYLINDRICAL FENDER - CT Item

S0

S1

S2

Item

ODxID

R/F

E/A

R/F

E/A

R/F

E/A

ODxID

150x75

101.0

2.6

82.4

2.3

40.2

1.5

16.3kg

150x75
200x100

200x100

135.4

4.7

109.9

4.1

53.0

2.6

29.0kg

250x125

168.7

7.3

137.3

6.4

66.7

4.1

45.3kg

250x125

300x150

203.1

10.5

164.8

9.2

79.5

5.8

65.2kg

300x150
350x175

350x175

236.4

14.3

192.3

12.5

93.2

7.9

86.6kg

400x200

269.8

19.2

219.7

16.3

105.9

10.4

116kg

400x200

500x250

337.5

29.2

274.7

25.5

132.4

16.2

181kg

500x250

600x300

405.2

42.0

329.6

36.7

158.9

23.3

255kg

600x300
700x350
800x400

700x350

471.9

57.2

384.6

49.9

185.4

31.7

347kg

800x400

539.6

74.8

439.5

65.2

211.9

41.4

453kg

900x450

608.2

94.6

500.3

82.6

238.4

52.5

573kg

900x450
1000x500

1000x500

676.9

116.7

549.4

102.0

264.9

64.7

707kg

1100x550

745.6

141.3

608.2

122.6

291.4

78.4

855kg

1100x550

1200x600

814.2

167.8

667.1

146.2

317.8

93.2

1018kg

1200x600

1300x650

882.9

197.2

716.1

171.7

344.3

109.9

1194kg

1300x650

1400x700

951.6

228.6

775.0

199.1

370.8

126.5

1386kg

1400x700

1500x750

1,010.4

262.9

824.0

229.6

397.3

146.2

1591kg

1500x750

*) Performance Tolerance +10%,-10%


**) Performance specifications are given on a per meter basis.
***) Other Rubber Grade: Available
****) DEFLECTION AT 50%

OD
ID

ID =

37

Weight/m

CYLINDRICAL FENDER - CT -

OD
2

RIGID FENDER - D & SQUARE SHAPE -

RIGID FENDER - D & SQUARE SHAPE *With +/- 10% Tolerance

DC Type
W

Type A

HxW

A ()

C ()

Bolt Size

Bolt Pitch

R/F (kN)

E/A (kN/m)

HxW

150 x 150

75

30

27

M22

300-400

213.9

3.86

150 x 150

200 x 200

100

35

30

M24

300-400

284.5

6.9

200 x 200

250 x 250

125

45

33

M27

300-400

356.1

10.7

250 x 250

300 x 300

150

55

36

M30

300-400

426.7

15.5

300 x 300

350 x 350

175

65

40

M36

300-400

500.3

21.1

350 x 350

400 x 400

200

75

45

M36

350-450

569

27.6

400 x 400

500 x 500

250

95

50

M42

350-450

716.1

43.1

500 x 500

600 x 600

300

120

55

M48

350-460

853.5

62
600 x 600
*DEFLECTION: 50% (Per Meter)

Type B

HxW

A ()

E ()

F ()

Bolt Size

Bolt Pitch

R/F (kN)

E/A (kN/m)

HxW

150 x 150

75

27

60

M22

350-470

76.5

1.88

150 x 150

200 x 200

100

30

65

M24

350-470

102

3.37

200 x 200

250 x 250

125

33

75

M27

330-460

127.5

5.26

250 x 250

300 x 300

150

36

80

M30

520-600

153

7.59

300 x 300

350 x 350

175

40

85

M36

520-600

178.5

10.3

350 x 350

400 x 400

200

45

95

M36

520-600

204

13.4

400 x 400

500 x 500

250

50

105

M42

520-680

255

21.1

500 x 500

600 x 600

300

55

115

M48

550-800

306.1

30.3

600 x 600

*DEFLECTION: 40% (Per Meter)


RIGID FENDER - D & SQUARE SHAPE -

38

Type A

H/2

W/2

RIGID FENDER - D & SQUARE SHAPE -

DD Type

HxW

C ()

Bolt Size

Bolt Pitch

R/F (kN)

E/A (kN/m)

HxW

150 x 150

30

27

M22

400-470

140.3

3.5

150 x 150

200 x 200

35

30

M24

400-470

186.4

6.2

200 x 200

250 x 250

45

33

M27

390-470

233.5

9.7

250 x 250

300 x 300

55

36

M30

530-700

279.6

13.9

300 x 300

350 x 350

65

40

M36

530-700

328.6

18.7

350 x 350

400 x 400

75

45

M36

520-600

372.8

24.7

400 x 400

500 x 500

95

50

M42

510-640

469.9

38.7

500 x 500

600 x 600

120

55

M48

500-750

560.2

600 x 600
55.6
*DEFLECTION: 50% (Per Meter)

Type B

W
W/2

H/2

39

HxW

E ()

F ()

Bolt Size

Bolt Pitch

R/F (kN)

E/A (kN/m)

HxW

150 x 150

27

60

M22

400-470

70.7

2.0

150 x 150

200 x 200

30

65

M24

400-470

94.3

3.6

200 x 200

250 x 250

33

75

M27

390-470

117.7

5.6

250 x 250

300 x 300

36

80

M30

530-700

141.3

8.0

300 x 300

350 x 350

40

85

M36

530-700

164.8

10.6

350 x 350

400 x 400

45

95

M36

520-600

188.4

14.2

400 x 400

500 x 500

50

105

M42

510-640

235.4

22.3

500 x 500

600 x 600

55

115

M48

500-750

282.5

RIGID FENDER - D & SQUARE SHAPE -

32.0
600 x 600
*DEFLECTION: 40% (Per Meter)

RIGID FENDER - D & SQUARE SHAPE -

SC Type
Type A

HxW

A ()

C ()

Bolt Size

Bolt Pitch

R/F (kN)

E/A (kN/m)

HxW

150 x 150

75

30

27

M22

320-400

213.9

3.9

150 x 150

200 x 200

100

35

30

M24

320-400

284.5

6.9

200 x 200

250 x 250

125

45

33

M27

310-380

356.1

10.7

250 x 250

300 x 300

150

55

36

M30

310-380

426.7

15.5

300 x 300

350 x 350

175

65

40

M36

310-390

500.3

21.1

350 x 350

400 x 400

200

75

45

M36

340-410

569

27.6

400 x 400

500 x 500

250

95

50

M42

360-440

716.1

43.1

500 x 500

600 x 600

300

120

55

M48

350-460

853.5

Type B

62.0
600 x 600
*DEFLECTION: 50% (Per Meter)

W
A

HxW

A ()

E ()

F ()

Bolt Size

Bolt Pitch

R/F (kN)

E/A (kN/m)

HxW

150 x 150

75

27

60

M22

260-330

114.8

3.76

150 x 150

200 x 200

100

30

65

M24

260-330

153

6.72

200 x 200

250 x 250

125

33

75

M27

250-320

191.3

10.4

250 x 250

300 x 300

150

36

80

M30

275-330

229.6

15.1

300 x 300

350 x 350

175

40

85

M36

275-350

267.8

20.5

350 x 350

400 x 400

200

45

95

M36

300-370

306.1

26.9

400 x 400

500 x 500

250

50

105

M42

300-400

382.6

42.0

500 x 500

600 x 600

300

55

115

M48

300-450

459.1

60.4
600 x 600
*DEFLECTION: 40% (Per Meter)

RIGID FENDER - D & SQUARE SHAPE -

40

WORK BOAT FENDER

WORK BOAT FENDER


WORK BOAT FENDER, the required functions and characteristics of fenders to be installed to ships are
not only those generally required but also other characteristics as well. The function of the ordinary
fender is to absorb the shock energy of a berthing vessel. However, work boat fender must not only
absorb the berthing energy but also must resist the strong pushing pressure exerted by the ship after
berthing. In addition, it must minimize any possible damage to both the work boat and the ship while
redistributing the pushing force to the ship with as little loss as possible. Yet, it is usually in such a state
that easy damage is possible because it has been used over prolonged periods of time under severe
conditions.
SHIBATA Work Boat Fenders have been produced after taking into consideration all of the above
factors. The selection of materials and the shape and construction of the fender are based on long
experience. All Shibata Fenders are products of latest technology. The reputation of Shibata Fender
among its customers is testimony to its superiority. Shibata also produces fenders for pusher boats,
barges, plying boats and supply boats and in each case applies the latest technology and knowledge gained in the manufacture of its fender.
FEATURES
1 Material rubber is same as rubber fender for wharf, has resistance to cuts and weather.
2 Fenders are designed and manufactured with the performance levels necessary for each.
3 Only SHIBATA has Curved type fender to fit the shape of ship.
4 Due to deliver large size of fender, SHIBATA has Complete insertion adhesion system
5 Fenders are available in three colors of Black and Grey, White.
The Procedure of Fender Selection
1. How to select fenders
The Below chart shows the relationship between the maximum towing force of the work boat
and the minimum length of fender contact and the ship doing a pushing job. This chart gives the
best size for an installed fender.
70

Maximum towing force (ton)

60

m
2.0

ct =

ta
con
of

5m
1.7
ct =
a
t
on
of c
1.5m
gth
ct =
Len
a
t
n
f co
th o
.25m
Leng
ct = 1
onta
c
f
o
th
Leng
m
t = 1.0
ontac
c
f
o
h
Lengt

gth

Len

50
40
30
20
10

OD
X ID

300
X 150

400
X 200

500
X 250

600
X 300

700
X 350

How to use this above chart (An Example)


Conditions:
Maximum towing force of the work boat 30 tons
Length of contact
1.5 meters

41

WORK BOAT FENDER

800
X 400

900
X 450

1,000
X 500

1,100
X 550

Result:
In this case the point on the X-axis is between 700 x 350 and 800 x 400. Due to consider safety,
fender will be choosed larger sized. Therefore, fender size will be 800 x 400.
Reference
Types of propellers

Towing force at 1000PS (ton)

1.

2-axis propulsion (fixed pitch propeller)

5.0 ~ 7.0

2.

2-axis propulsion (variable pitch propeller)

6.0 ~ 8.5

3.

Kort nozzle type (fixed pitch propeller)

6.5 ~ 9.0

4.

Kort nozzle type (variable pitch propeller)

7.5 ~ 10.5

5.

Kort ladder type

10.0 ~ 14.0

WORK BOAT FENDER

Method of selection:
Draw a line horizontally from 30 tons on the Y-axis to the 1.5 meter length graph. At this point draw a
vertical line to the X-axis. Then, this point on the X-axis gives the most suitable fender.

2. Selection of straight type and curved type fenders


1) When straight type fenders are bent for installation to ship the outside of fender expands
and the inside is compressed. Rubber shows very strong cut resistance even against tool
edges and good weather resistance under normal or compressed conditions. However,
when it is stretched the cut and the weather resistance are significantly lowered. The rubber
becomes subject to tool edges and oxygen ozone and ultraviolet rays. Therefore, it is safer
to avoid installing a straight type fender to a boat where it will be forcibly bent.
2) The stretching ratio of the outside of straight fender installed by bending is dependent upon
the outer diameter of the fender and radius (R) of the position of ship where the fender is installed. On the basis of experience and test results, if the (R) is larger than four times the outer
diameter of the fender it has been observed that there is no reason to exclude the installation of straight one.

CL

Cracks and
cuts may occur

outer diameter
R

co

se

es

pr

pr
e

sse
d

et

in

ch

et

ch
in

str
m
co

str

CL

outer diameter
CL

WORK BOAT FENDER

42

WORK BOAT FENDER

Cylindrical Type
OD
L
A

ID
A

SID

OD

TOD

OD

TF

350

400

500

600

700

800

900

1,000

1,100

1,200

4,000

145
530

145
530

180
520

250
700

250
700

250
700

350
660

400
640

425
1,050

425
1,050

425
1,050

425
1,050

5,000

115
530

160
520

190
650

225
650

225
650

225
650

350
860

400
840

400
840

400
840

400
840

400
840

6,000

140
520

140
520

210
620

210
620

210
620

210
620

340
760

375
750

450
1,020

450
1,020

450
1,020

450
1,020

7,000

120
520

145
610

200
600

200
600

260
720

260
720

350
700

385
890

385
890

385
890

400
1,240

400
1,240

8,000

100
520

165
590

165
590

205
690

260
680

260
680

355
810

400
800

400
800

430
1,020

430
1,020

430
1,020

9,000

165
510

150
580

150
580

210
660

210
660

275
650

320
760

360
920

405
910

405
910

405
1,170

405
1,170

10,000

155
510

155
570

155
570

200
640

200
640

255
730

325
850

380
840

410
1,020

410
1,020

410
1,020

410
1,020

11,000

145
510

180
560

180
560

230
620

230
620

250
700

300
800

300
800

440
920

440
920

415
1,130

415
1,130

12,000

135
510

225
550

205
610

220
680

220
680

220
680

300
760

410
860

445
1,010

445
1,010

445
1,010

445
1,010

13,000

125
510

175
550

200
600

230
660

230
660

295
730

350
820

350
820

390
940

390
940

450
1.100

450
1.100

ID

125

150

175

200

250

300

350

400

450

500

550

600

SID

60

75

75

90

90

100

100

100

100

150

150

150

50

50

50

50

60

60

60

70

70

80

90

100

12

18

18

18

24

30

36

42

42

48

54

60

200

225

260

300

375

450

525

600

675

750

850

900

230

255

290

330

405

500

575

650

725

820

920

970

12

12

18

24

30

36

42

42

48

54

60

1,000
1,000

1,000
1,000

1,000
1,250

1,000
1,250

1,000
1,250

1,000
1,500

1,000
1,500

1,000
1,500

1,000
1,500

1,000
1,500

1,000
2,000

1,000
2,000

F
4 6m

7 13mL
TF

43

300

B
A

ID
SID

250

TOD

4 5m

6 13mL

WORK BOAT FENDER

WORK BOAT FENDER

MC Type
F

EE

T
G

P
P x n

Q
Pxn

300

400

500

550

600

1,000

175
500 2

150
500 2

150
500 2

360
580 1

360
580 1

1,500

175
500 3

150
500 3

150
500 3

320
580 2

320
580 2

2,000

175
500 4

150
500 4

150
500 4

280
580 3

280
580 3

2,500

175
500 5

150
500 5

150
500 5

240
580 4

240
580 4

3,000

175
500 6

150
500 6

200
580 5

200
580 5

3,500

175
500 7

360

500

562

700

700

280

410

472

550

550

200

300

300

420

420

D ()

125

200

200

300

300

E F

26 35

30 40

30 40

55 75

55 75

175

150

150

150

150

40

50

50

75

75

Bolt size

W7/8

W1

W1

W2

W2

Weight table
H

(kg)
300

400

500

550

600

1,000

141

256

356

476

531

1,500

198

362

507

672

748

2,000

255

469

658

869

968

2,500

312

575

809

1,065

1,183

3,000

369

682

1,261

1,401

3,500

425

WORK BOAT FENDER

44

WORK BOAT FENDER

M Type Fender
A

B
D
C
E

(mm)
Size

Lmax

Weight

400x400

400

200

40

23

50

150

2000

56kg

500x500

500

250

50

27

60

190

2000

89kg

600x600

600

300

60

33

70

230

2000

132kg

W Type Fender
B

B
K
D

(mm)

45

Size

Lmax

Weight

300x200

320

200

280

100

50

2000

51kg

400x250

400

250

350

110

55

2000

81kg

480x300

480

300

426

135

65

2000

120kg

500x450

500

450

420

75

75

2000

180kg

WORK BOAT FENDER

CUSHION ROLLER
CUSHION ROLLER

Absorbing Shock-Load and Following Tidal Movement

SHIBATA CUSHION ROLLER is a unique shock absorbing system, with a rotational function used for pile
mooring floating piers. The Cushion Roller will follow tidal movements through rotation, and absorb
shock loads caused by the collisions of the floating pier against the mooring piles. Its ability to follow
tidal movement also ensures efficiency and safety of works on the sea.
TYPE

DESIGN LOAD

FRR-SA

10 TON

FRR-MA

15 TON

FRR-LA

20 TON

Our Cushion Roller has 5 (Five) features,


1. Rotational Function
2. Small Deformation of Roller
3. Absorption of Shock-load and Noise Reduction
4. Minimizing Oscilation at the Time of Low External Force
5. Adjustable to Dimensional Tolerance

CUSHION ROLLER

46

370

CUSHION ROLLER

W
350

Rw

FRR-SA
FRR-MA

300

LOAD (kN)

FRR-LA
250

FRR-2LA

200

FRR-3.5LA

FRR-3LA

150
100
50
0

10

15

20

25

30

35

40

45

50

Deflection (mm)

Performance Curve

DIMENSION

47

Model

Design Load

RW

WxL

Weight kN (kg)

FRR-SA

100

542

125

450 x 450

1.27 (130)

FRR-MA

150

542

190

460 x 450

1.47 (150)

FRR-LA

200

546

250

530 x 450

1.86 (190)

FRR-2LA

250

546

320

630 x 450

2.36 (241)

FRR-3LA

300

546

320

630 x 450

2.38 (243)

FRR-3.5LA

350

546

320

630 x 450

2.40 (245)

CUSHION ROLLER

The SHIBATA RUBBER LADDER is made of complex material - rubber and chain, which prevents
corrosion, resists deformation, and even provides fendering protection. The RUBBER LADDER, therefore,
is completely free from maintenance. The RUBBER LADDER was developed in the 1970s, providing a
revolutionary structure design. The steps of the ladder are flexible enough to avoid damage from
bending or breakage even when a small boat strike on there with their bow-the typical way of
berthing these boats.
SHIBATA RUBBER LADDER LINE UP
MODEL

PURPOSE

RL-200H

HEAVY DUTY

RV-150H

LIGHT DUTY

JOINT
LADDER
RUBBER
STEP

FOR UNSUPPORTED
STRUCTURE
SIMPLE STYLE OF RUBBER
LADDER

REMARKS
fixed to quay with
ANCHOR BOLTS
fixed to quay with
ANCHOR BOLTS
combined with
RL, RV MODEL
fixed to quay with
ANCHOR BOLTS

RUBBER LADDER - FOR SAFETY OPERATION -

RUBBER LADDER - FOR SAFETY OPERATION -

SPECIFICATIONS
Total Width

850mm

Length of Rungs

450mm

Interval of Rungs

300mm

Clearance to Quay wall

125mm

Vertical Load

100kg

Diameter of Chain

8mm

Deflection

30% Max.

Performance

Tension

less than 30%

EA

more than 7.8kN-m

CHAIN SPECIFICATION (JIS F 2106)


Diameter

8mm

Internal Length

32mm

Internal Width

12mm

Maximum Load

800kg

RL-200H

RV-150H

RUBBER LADDER - FOR SAFETY OPERATION -

48

RUBBER LADDER - FOR SAFETY OPERATION -

RL-200H Specifications*
Length
(mm)

Weight
(kg)

No. of Rungs

No. of Bolts

Bolt Pitch

900

93

2x2

300+300+300

1200

125

3x2

300+300+300+300

1500

157

3x2

300+600+300+300

1800

188

4x2

300+300+600+300+300

2100

221

4x2

300+600+300+600+300

2400

252

5x2

300+600+300+300+600+300

2700

284

5x2

300+600+600+300+600+300

3000

316

10

6x2

300+600+300+600+300+600+300

RV-150H Specifications*
Length
(mm)

Weight
(kg)

No. of Rungs

No. of Bolts

600

32

2x2

150+300+150

900

48

2x2

150+600+150

1200

64

3x2

150+450+450+150

1500

80

3x2

150+600+600+150

1800

96

3x2

150+750+750+150

2100

112

4x2

150+600+600+600+150

2400

128

4x2

150+750+600+750+150

2700

144

5x2

150+600+600+600+600+150

3000

160

10

5x2

150+600+750+750+600+150

Bolt Pitch

*) The above size is our standard. If total length exceeding 3000mmL is required, we can combine various units to meet
your requirement. If a special support structure is required for the ladder, we can design and fabricate it to meet your
specifications. If hand grips are required, we can supply our standard stainless steel, corrosion free hand grips.

49

RUBBER LADDER - FOR SAFETY OPERATION -

When the RUBBER LADDER is installed on the Sheet Pile Quay Wall Type, the Sheet Pile Quay Wall with
a Relieving Platform Type, the Piled Type, the Detached Piers, or the Dolphin which normally do not
have enough supported structure for RUBBER LADDER, the JOINT LADDER is very useful in combination
with the RUBBER LADDER.

RUBBER LADDER

RUBBER LADDER - JOINT LADDER -

RUBBER LADDER - JOINT LADDER -

PILED PIER
L.W.L JOINT LADDER

JOINT LADDER Specification**


Length of
Use

Total Length

Number Of
Rungs

For RL-200H

For RV-150H

For RL-200H

For RV-150H

600

1000

850

23

26

900

1300

1150

32

36

1200

1600

1450

42

46

1500

1900

1750

52

56

1800

2200

2050

61

65

*) The above size is our standard. If a total length exceeding 1800mmL is required, we can
combine various units in the above length to suit your requirement.

RUBBER LADDER - JOINT LADDER -

50

CAR STOPPER

CAR STOPPER
WEATHER PROOF TYPE
SHIBATA CAR STOPPER is made of high density polyethylene. It resists rusting from exposure to sea
water.
EASY INSTALLATION
Processing and coating have been treated in advance.

MODEL NO.

WEIGHT (kg/m)

ST-150H

22.5kg

ST-200H

40kg

ST-250H

50kg

ST-300H

60kg

MODEL LINE UP

ST-150H

34

34

34

ST-200H

ST-250H

ST-300H

PAINTING PATTERN
(MODEL ST-150H)
200

200

1500

51

CAR STOPPER

300

250

200

150

250

R5
M27

34

60

150
200

140

250

M27

110

35

140

300

Cap

250

M27

200
74

110
140

110
140
250

35

M27
250

M27

35

Cap

Cap

250

35

200
74

110
140
200

Cap

110
140
150

150
74

200
74

RUBBER ELASTICITY AND STRENGTH


The EDGE BUMPER BC TYPE consists of rubber and steel with rust proof, which makes it possible to
protect the ship and the edge of the quay from damaging each other.
VARIOUS OF COLOR
BLACK

GREEN

YELLOW

WHITE

BLUE

RED

ORANGE

EDGE BUMPER BC TYPE

EDGE BUMPER BC TYPE

For Existing Wharf For New Wharf

350

600

600

600

Anchor Bolt

350

Non-Slip Rubber

Deck Side

25
200
13

Embedded Steel 9mmt


SS400
M12
Long Nut M12 x 40L
SS400
18

R35

235

22
Fixing Item for New Wharf

8
21

22

100

110

M12
7 30

13

55

2.3
99

9.4

Non-Slip Rubber

Detail Section Drawing

500

750
1,300

18

1,000

750

22 2

100

500

100

10
100

100

Mold fixing hole

Reflector

Sea Side

17

100

2,500

50

55

0
M12 Deformed D13 45
18

200

Fixing for Existing Wharf

EDGE BUMPER BC TYPE

52

HIGH RIGID PLASTICS


This EDGE BUMPER BP TYPE is made of high density polyethylene, which is solid and rust free.

CAP

30

R50
2

50
100

15

55
14

EDGE BUMPER BP TYPE

EDGE BUMPER BP TYPE

70
PI

50

TC

100

40

20

35

R35

30

BOLT M10

100

200

400

400
2000

53

EDGE BUMPER BP TYPE

P-400

200

100

We have two kinds of fixing items, FL model and CR model. It is possible for us to choose from three
materials of SUS304 and SUS316, Hot Dip Galvanized steel with selected.
FL Type Anchor for New Concrete

Flange
SUS304
S

Socket SUS304
Embedded Bolt SS400

WD

4- 6

ACCESSORIES

ACCESSORIES

i
j

Washer (square)
SUS304

Fitting Bolt
SUS304

WD

K
m

WD

Anchor Socket

Washer

Bolt

M22

28

50

60

85

175

55

40

75

50

25

60

55

14

M24

32

50

60

90

185

65

50

75

55

29

70

60

15

M27

35

75

65

95

210

75

60

85

60

33

80

65

17

M30

40

85

75

110

230

80

65

85

65

35

90

70

19

M36

48

100

80

125

255

85

70

100

75

42

105

80

23

M42

55

100

95

145

290

110

85

150

90

49

120

95

26

M48

65

140

110

175

340

115

90

175

100

55

140

110

30

M56

75

160

110

185

360

125

100

110

110

62

150

110

35

M64

85

160

140

215

380

130

105

120

120

69

180

140

40

ACCESSORIES

54

ACCESSORIES

CR Type Anchor for Existing Concrete

Nut
SUS304

Anchor Bolt
SUS304

WD

WD

B
L

Washer (square)
SUS304

Anchor Bolt
WD

SV / SX

Washer

CSS / SPC

M22

195

45

195

45

150

28

M24

225

55

225

55

170

30

255

65

190

M27

55

Nut

Resin
Capsule
(RG)

32

37

18

75

50

25

2215F

36

41.6

19

75

55

29

2416F

32

41

47.3

22

85

60

33

2419F

M30

275

65

285

75

210

38

46

53.1

24

85

65

35

2302F

M36

325

75

335

85

250

46

55

63.5

29

100

75

42

3625F

M42

385

95

385

95

290

55

65

75

34

150

90

49

4523F

M48

435

105

435

105

330

60

75

86.5

38

175

100

55

5027F

M56

525

125

400

65

85

98.1

45

110

110

62

5035F

M64

580

130

450

75

95

110

51

120

120

69

5027F,5018F

ACESSORIES

ACCESSORIES

CHAINS, SHACKLES, DOGBONE SHACKLES, U-ANCHORS

Dogbone Shackle

Design Load
(ton)

Chain Dia
(mm)

Shackle Dia
(in)(mm)

MD

Length

U-Anchor Dia
(mm)

22

3/4 (19.9)

M30

126.5 ~ 217.5

32

10

25

7/8 (22.2)

M36

144 ~ 245

36

13

28

1 (25.4)

M39

159 ~ 272

40

18

32

1 1/8 (28.6)

M42

171 ~ 298

42

1 3/8 (34.9)

M45

186 ~ 319

46

193 ~ 340

48

20

34

22

36

1 1/4 (31.8)

M48

25

38

1 1/2 (38.1)

M52

208 ~ 364

55

28

40

1 1/2 (38.1)

M56

225 ~ 388

55

30

42

1 3/4 (44.5)

M56

225 ~ 388

60

33

44

1 3/4 (44.5)

M60

240 ~ 418

60

240 ~ 418

65

37

46

1 3/4 (44.5)

M60

40

48

2 (50.8)

M64

255 ~ 498

65

47

52

2 (50.8)

M68

275 ~ 481

70

Material

SBC490

S45C,SCM435

SBC490 (S45C),SS400

SS400

*)Braking Load of above each item is 3 times of Design Load

ACCESSORIES

56

PHYSICAL PROPERTIES OF UHMW-PE

PHYSICAL PROPERTIES OF UHMW-PE

Low Friction Face Pads-(Ship Friendly Resin Pads)


UHMW-PE is characterized by corrosion resistance, water resistance, as well as high impact strength
even with very low temperatures. The material offers a combination of low friction together with high
wear resistance. Consequently, UHMW-PE material is most suitable for marine application.
Description

Test method

Value

Unit

Molecular weight

Viscosimetric Method

< 3

106 g/mol

Mass density

DIN 53479, ISO 1183

~ 0.94

g/cm3

Physical properties

Mechanical properties
Yield Tension

DIN 53455, ISO 527-1

~ 20

MPa

Tensile Strain

DIN 53455, ISO 527-1

10

Tensile strength at break

DIN 53455, ISO 527-1

< 40

MPa

Tensile strain at break +23C

DIN 53455, ISO 527-1

> 50

Tensile modulus of elasticity

DIN 53455, ISO 527-1

> 650

MPa

Ball indentation hardness

DIN 53456, ISO 2039

> 35

MPa

Charpy impact value

DIN 53456, ISO 179

80

mJ/mm2

Attrition

Sand - Slurry

~ 130

Coefficient of friction

DIN 53375

~ 0.15

Hardness shore D

DIN 53505, ISO 868

> 55

Thermal properties
Permanent temperature
Melting point

-60+80

ISO 3146

130140

DIN 53752-A

1.52x10-4

K-1

0.41

E/(m*K)

> 1014

Ohm*cm

< 0.01

mg

Thermal length expansion


Coefficient (23C - 80C)
Thermal conductivity
Electrical properties
Volume resistivity

DIN IEC 60093


Additional properties

Absorption of water

57

PHYSICAL PROPERTIES OF UHMW-PE

DIN 53492

Property

Testing Standard
ASTM D412 Die C; AS 1180.2;
BS 903.A2; ISO 37;

Tensile Strength

JLS K6251

Condition
Original
Aged for 96 hours at
70 C
Original

DIN 53504

Aged for 168 hours at


70 C

ASTM D412 Die C; AS 1180.2;


BS 903.A2; ISO 37;
Elongation at Break

JLS K6251

Original
Aged for 96 hours at
70 C
Original

DIN 53504

Aged for 168 hours at


70 C

Hardness

16 Mpa (Min)
12.8 Mpa (Min)
15 N/mm (Min)
12.75 N/mm (Min)
400% (Min)
320% (Min)
300% (Min)
280% (Min)

ASTM D2240 AS 1683.15.2;

Original

78 (Max) Shore A

BS 903.A6; ISO 815;

Aged for 96 hours at

Original Value + 6

70 C

Points increase

Original

75 (Max) Shore A

Aged for 168 hours at

Original Value + 5

70 C

Points increase

JLS K6253
DIN 53505

Compression Set

Requirement

ASTM D395; AS 1683.13B;


BS 903.A6; ISO 815;
JLS K6262

Aged for 22 hours at


70 C

Aged for 24 hours at

DIN 53517

70 C

RUBBER PROPETIES

Rubber Properties

30 (Max)

40 (Max)

ASTM D624; AS 1683.12;


Tear Resistance

BS 903.A3; ISO 34.1;

Die B

DIN 53507
Ozone Resistance

Seawater Resistance

70 kN/m (Min)

JLS K6252
80 N/m (Min)

ASTM D1149; AS 1683.24;

1ppm at 20% strain at

JLS K6259

40 C for 100hours

DIN 86076; Section 7.7

BS 903.A9

28 days in artifical
seawater at 95 C at 2 C

Method B, 1000 revolutions

No cracking visible by eye

Hardness 2C= (Max)


Shore A
Volume +10/-5% (Max)
0.5cc (Max)

Abrasion Resistance
DIN 53516
Bond Strength
Steel to Rubber

BS 903.A21

100mm (Max)

JLS K6264
Method B

70 N/mm (Min)

RUBBER PROPERTIES

58

OTHER PRODUCTION

OTHER PRODUCTION

Waterproof Sheet for Disposal Area

Roofing Sheet

Shock Absorbing Chain

Flexible Container Bag

Rubber Boots

59

OTHER PRODUCTION

RUBBER PROPETIES
RUBBER PROPERTIES

OTHER PRODUCTION

Lot PT 34252, Jalan Sekolah, Rantau Panjang,


42100 Klang, Selangor Darul Ehsan, Malaysia.
PHONE: +60 3 3291 4866 / 4867 FAX: +60 3 3291 3868
URL: http://www.shibata-asia.com E-mail: info@shibata-asia.com

International Operations
Tokyo:

Rotary Bldg, 1-27, Kanda Nishiki-cho, Chiyoda-ku, Tokyo, 101-0054 Japan


PHONE: +81 3 3292 3863 FAX: +81 3 3292 3869
URL: http://www.sbt.co.jp/

OTHER PRODUCTION

SBT-M-09-02