Thiết kế ô tô bus điện trên cơ sở ô tô bus hyundai county ( bản vẽ + thuyết minh)

Another func tion is to operate as a shoc k absorber by absorbing the berthing energy of a vessel on the berthing operation and soften the berthing impac t to the berth and hull.. Henc e

MARINE PRODUCTS

C OMMITED TO QUALITY SINC E 1923

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

boots

1949 A Limited Partner was dissolved, and Shibata Rubber Industrial C o Ltd was established.

1961 Marine Rubber Fenders were produc ed.

1970 Name of C orporation was c hanged to Shibata Industrial C o Ltd.

1979 “Rubber C hainer” was developed.

1989 “C ushion Roller” was developed.

2001 “Super C irc le (SPC )” fender was developed.

2003 Shibata Asia SDN BHD was established in Malaysia.

SHIBATA INDUSTRIAL C O.,LTD

NUMBER OF EMPLOYEES : Approx 400

SALES REC ORD : JPY 8.1 Billion (USD 76 M) in 2007

BUSINESS POLIC Y

C ustomer C reed

G o for Uniqueness C ompany with Originality and Ac tivity

Applic ation and Development Human Resourc e

C OMPANY C REED

Supple Mind

Adoration Mind

G ratitude

C ONTENTS

INTRODUC TION

DESIGN DATA COLLEC TION

DESIGN OF FENDER SYSTEM

THE DEVELOPMENT OF FENDER

C SS FENDER

SUPER C IRCLE FENDER

PM-FENDER (PARALLELFENDER)

V-SHAPED FENDER

C YLINDRIC AL FENDER -C T-

RIGID FENDER -D & SQUARE SHAPE-

WORK BOAT FENDER

C USHION ROLLER

RUBBER LADDER -FOR SAFETY OPERATION-

RUBBER LADDER -JOINT LADDER

C AR STOPPER

EDGE BUMPER BC TYPE

EDGE BUMPER BP TYPE

ACC ESSORIES

PHYSIC AL PROPERTIES OF UHMW-PE

RUBBER PROPERTIES

OTHER PRODUC TION

1 4 5 19 21 24 28 30 37 38 41 46 48 50 51 52 53 54 57 58 59

INTRODUC TION

1) WHAT IS A FENDER

The purpose of the fendering system is to serve as

a bumper to protec t the hull and berthing fac ility

from damage when vessels berth alongside

Another func tion is to operate as a shoc k

absorber by absorbing the berthing energy of a

vessel on the berthing operation and soften the

berthing impac t to the berth and hull

Therefore,the two main func tionsofthe fendering

system are:

1) To perform as a bumper to protec t the hull

and berthing fac ility from damages

2) To perform as a shoc k absorber on the

berthing operation

The adoption of a suitable fendering system will

help to ensure smooth berthing operation

Henc e itisimportantto give priorityto the selec tion

of a fendering system that c an ac tually

reduc e the whole berthing fac ility c onstruc tion

c ost, instead of simply c hoosing low-c ost

fenders

2) HISTORY

In the early days, vessels are made of wood

and run by wind or human efforts There was no

nec essity to use spec ial fendersotherthan timber

fenders for berthing vessels

With the advanc ed tec hnologies after the

industrial revolution, vessels are propelled by

steam engines or diesel engines, and hull are

c onstruc ted out of steel in plac e of wood

It bec omes possible for larger size vessels to be

onstruc ted with thinner and weaker hulls struc tures

with improved knowledge in ship-building and

c ost minimization

Due to the lac k of suitable fendering system,

large vessels were forc ed to moor at anc horages

and c argoes were transferred by small boats or

barges Alternatively, the large vessels had to

berth alongside with strong hull c onstruc tion With

the development of mass transportation, it was

important to develop fendering system to enable

vessels to berth alongside of the quay

C ylindric al type rubber fenders was developed in

the 1940’s, whic h allowed vessels to berth direc tly

at the wharves However the c ylindric al fender is

easily damaged bec ause it is installed by c hains

REACTION FORCE

ENERGY ABSORPTION

REAC TION FORC E

DEFLEC TION

REAC TION FORC E

DEFLEC TION

REAC TION FORC E

DEFLEC TION

V-shape fenders are anc hored direc tly onto

the quay walls instead of sec uring c hains as in

the c ase of c ylindric al fenders It offers better

durabilities and energy absorption c apac ity

with lower reac tion forc e as c ompared with

c ylindric al fenders

After 1960’s, the researc h and development

worksc ontinued to develop more ideal fenders

for eac h individual spec ial requirement

Today, with the c orrec t applic ation of the

suitable fendering systems from various kinds

of fenders, c onstruc tion c osts of berthing are

nationalized

You c an selec t suitable fenders to meet your

requirements, for berthing of small boats to

super tanker, from c ylindric al type

fenders,V-shape fenders, improved V-fenders,V-shape fenders,

c irc le fenders, improved c irc le type fenders,

fenders with steel frontal panels, pneumatic or

roller fenders, and simple D or square shaped

fenders

3) FENDER TYPES AND CHARACTERISTICS

3-1) C harac teristic s of fenders

The c harac teristic s in terms of performanc e 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

It is given by area under the reac tion

B) Reac tion forc e: R (Tonf)

“Rated reac tion forc e” is the reac tion

the relation between energy absorption

value (E) and reac tion load value ®, that

makes the maximum values (E/R)

D) Hull pressure: (Tonf/m2)

forc e transferred to hull (per sq

meter) of a ship from the fender

Hull (surfac e) pressure = (reac tion forc e)/

(c ontac t area)

REAC TION FORC E

DEFLEC TION

REAC TION FORC E

DEFLEC TION

REAC TION FORC E

DEFLEC TION

Deflec tion Fig.1-1 Performanc e C urve

B

E E/R

EE/R

DESIGN DATA C OLLEC TION

1) BASIC ITEMS FOR FENDER’S SELECTION

A) Berthing energy

B) Allowable reac tion forc e from fender to the struc ture

C ) Allowable hull (surfac e) pressure

D) Position and area to be protec ted by fendering system

E) Natural forc e (wind, c urrent, wave)

2) REQUIRED INFORMATION

{*: important}

2-1) Vessels (refer to c hapter 3.1): vessel

A) Type *

: G eneral c argo, Oil tanker, C ontainer c arrier, Bulk c arrier, Ferry boat, Passenger boat

Work boat, Tug boat, War ship

: Top dec k (platform) level, High water and Low water level

For existing quay struc ture, the following additional information are required:

D *Spac e for fender installation with its elevations from sea water level

E) *Horizontal allowable forc e ac ting on the struc ture

2-3) Natural c ondition

A) Wind: Direc tion and speed

B) C urrent: Direc tion and speed

C ) Wave: Height, period and direc tion

DESIGN OF FENDER SYSTEM

1) VESSEL

As a general rule, one should use the

ac tual values of the ship to c alc ulate the

berthing energy However, in some c ases

where the ac tual values are not known,

one c an refer to the attac hed Appendix-1

“Standard size of vessels” showing the typic al

ship’s measurements given by the Harbor

Department of the Ministry of Transportation

And, we use the following formulae in

Appendix-2“ Formulae to c alc ulationofvessel’s

c harac teristic s” to provide supplementary

materials to c ompensate for the in between

valuesof standard shipsshown based on report

from the Port and Harbor Researc h Institute of

the Ministry of Transportation

Usually, ships are built ac c ording to the standard sets of dimensions and c arrying c apac ity

TERMINOLOG Y

G ross Tonnage

Net Tonnage

Displac ement Tonnage

Dead Weight Tonnage

Total volume of c argo that c an be c arried by the vessel.

Total weight of the vessel and c argo when the ship is loaded

to draft line.

Weight of c argo, fuel, passenger, c rew and food on the vessel.

Weight of ship.

Weight of ship and water added to the hold or ballast

c ompartment of a vessel to improve its stability after it has disc harged its c argo.

The length from the top of the bow to the end of the stern of

a ship.

The distanc e ac ross the parallel sec tion of the sides of a ship.

The distanc e from the water surfac e to the keel of the ship when the ship is loaded to the freeboard mark.

The distanc e from the water surfac e to the keel of the ship when the ship is at light.

The ac tual Depth of ship.

G T (ton)

NT (ton) DPT (ton) DWT (ton)

DPT = DWT + LW

freeboard

full load draft

molded depth light load

draft

molded breadth

length between perpendic ulars length overall

Fig.3-1 Dimension of vessel

2) BERTHING ENERG Y

2-1) Berthing Energy

Effec tive berthing energy is c alc ulated as follows:

where;

E : Effec tive berthing energy (ton-m)

M : Displac ement tonnage (tons)

V : Berthing veloc ity (m/sec )

g : Ac c eleration of G ravity (9.8m/sec ²)

2-2) Berthing veloc ity (V)

Berthing veloc ity is one of the most important fac tors for designing a fendering system

Berthing veloc ity of vessels is determined from values of measure or from experienc e at existing

berthing fac ility

a) G ood berthing c onditions, sheltered

c ) Easy berthing c onditions, exposed

d) G ood berthing c onditions, exposed

diffic ult berthing:

lowest sheltering effec t

diffic ult berthing:

high sheltering effec t

easy berthing:

high sheltering effec t

0 0.15 0.30 0.45 0.60 0.75 approac hing veloc ity (m/sec )

ordinary diffic ult in berthing:

low sheltering effec t

easy berthing:

lowest sheltering effec t

opentype (pier type) c losed type (sheet pile type, gravity type)

displac ement tonnage (tif)

10 15

5

0.80 0.60

0.40

0.20

0

a b c d e

ac c ount when c alc ulating the total energy of the vessel by inc reasing the mass of the system.

A ship mostly berths at a c ertain angle Therefore, vessel turns

Some of the kinetic energy of the ship is c onverted to turning energy,

and the remaining energy is transferred to the berth

The ec c entric ity fac tor (C e) represents the proportion of the remaining energy to the kineticenergy of the vessel at berthing

L

Where:

M = mass of the vessel (displac ement in tonnes);

L = length of vessel (in m);

B = breadth of vessel (in m);

D = draft of vessel (in m);

density of water (about 1.025 ton/m³for sea water)

Part of the kinetic energy of the berthing vessel will be absorbed by elastic detormation of the vessel

hull

C s is generally taken as 1.0

C s for VLC C is used as 0.9

struc ture (e.g piled jetty) and c losed struc ture (e.g quay wall)

For open berth and c orners of quay wall C c is generally taken as 1.0

For (solid) quay wall under parallel approac h C c is generally taken as 0.9

2-7) Abnormal Impac t

Fenders have to be c apable of c atering for a reasonable abnormal impac t The following table

gives general guidanc e on the selec tion of the tac tor for abnormal impac t to be applied to the

design energy

The fac tor of abnormal impac t should not be less than 1.1

Type Of Berth Impa c t Vessel

Ta nker and Bulk Largest 1.25

For general c argo vessels and bulk c arriers 0.72 - 0.85

3) ALLOWABLE REACTION FORCE

The allowable reac tion forc e from the impac t of the ship is governed by the designed lateralresistanc e of the berthing struc ture If the lateral resistanc e is exc eeded, the struc ture would

be damaged (This reac tion forc e would also ac t on the hull of the berthing ship If the pressureexc eeds the hull resistanc e, the hull would be damaged.)

Therefore the fendering system must be designed suc h that

REACTION FORCE IN FENDERS < LATERAL RESISTANCE OF STRUCTURE

It is important to note that the reac tion forc e from the impac t of a ship is not a c onstant value

It varies with deformation and is represented by the performanc e c urves of the protec ting fender

In design, different types and c ombination of fenders may be tired out, so as to arrive at a ratedreac tion forc e below the allowable resistanc e of the berthing struc ture G enerally, the lateralresistanc e of dolphins and open piled piers are lower than that of the more massive quay wallstruc tures

4) ALLOWABLE HULL (SURFACE) PRESSURE

4-1) Allowable hull (surfac e) pressure

The data is not available In the design of fenders for dangerous c argo vessel suc h as oil tanker.allowable hull pressure ranges from 20 tons/m²

There, however, are many c ases of tankers berthing on to the fender with surfac e pressure

exc eeding 100 tons/m2without any damage of the hull

4-2) Ac tual values of typic al fender

C onta iner vessels 1st a nd 2nd generation < 400

G eneral c argo vessels

5) POSITION AND AREAS TO BE PROTEC TED

5-1) Vertic al Direc tion

The types of the fenders and its position at the quay must be determined to protec t and absorb

the berthing energy of all types and size of vessels at all possible tidal range

FENDER FENDER WITHFRONTAL FRAME FENDER

5-2) Horizontal Direc tion

The interval of the fenders must be determined so as to avoid direc t c ontac t with the quay wall

1) C ontinuous Wharf

(* Refer to ITEM 7) “ FITTING INTERVAL OF FENDER”

2) C ontinuous Wharf

FENDER

6) NATURAL FORC E

6-1) Wind Forc e

The wind forc e ac ting on the ship in moorage shall be determined

using an appropriate method of C alc ulation In general, the

wind pressure is c alc ulated by the following formula (refer to FIG

The wave forc es ac ting on the mooring ship

c an be c alc ulated by appropriate methods

suc h as the sourc e method, the boundary

U

R

6.05.04.03.02.01.00

C =1/2 V²LdRL: Length betweenperpendic ularsd: Mean Dra ft

Wa ter Depth Draft = 1.11.5

7.0

where ;

L : maximum fender spac ing (m)

r : bent radius of bow side of ship (m)

h : Height of fenders when effec tive 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

G eneral C argo - Tanker, Ore C arrier

Bow 5°: log r =-0.853 +0.640 log (DWT) Bow 5°: log r =- 0.541 +0.560 log (DWT)

10°: log r =-1.055 +0.650 log (DWT) 10°: log r =- 0.113 +0.440 log (DWT)

*(DWT): Dead weight Tonnage of Vessel

L h

r

Top elevation of dec k : +3.0m

iii) Berthing energy

DWT (ton)

15,000

1,000

Ws (ton)21,6001,690

C b0.5990.631

C m1.8341.808

C e0.50.5

V (m/sec )0.150.25

B/E (tonf-m)22.74.9

iv) Selec tion of fender

SX type fender model : SX600H x 2000L (Hl)

Performanc e Fender Height : 0.600 meter

Energy Absorption : 25.1 Tonf-m >22.7 Tonf-m

Surfac e Pressure : 73.7 Tonf/m2

Relation of fenders & vessels at L.W.L

In the c ase of 1,000 DWT’sberthing at L.W.L., the c ontac t

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

600 +2.5

+0.5

SX600H X 2000L (H1) +1.9

1,000 67 62 10.8 5.8 3.9 0.25 1/4 point 0.5

G eneral C argo

v) Fender Spac ing

Please refer to data below for maximum spac ing

15,000 DWT450.60.3150.28510.1

1,000 DWT80.60.1380.4625.3

We would rec ommend 5.0 meters of fender spac ing as to ac c ommodate the minimum vessel for

Top elevation of dec k : +4.5 m

Bottom elevation of dec k : +2.5 m

iii) Berthing energy

C m1.8031.772

C e0.50.5

V (m/sec )0.120.2

B/E (tonf-m)32.25.9

General C argo

2,000 83 77 13.1 7.2 4.9 0.20 1/4 point 0.5

iv) Selec tion of fender

=Wrong Selec tion =

If we selec t the fender only basing on the c alc ulated berthing

energy 32.2 Tonf-m and given spac e for fender installation,

following SH-Fender c an be selec ted as one of the fenders to be

installed

Energy Absorption : 34.8 Tonf-m >31.9 Tonf-m

From the above, the small vessel, 2,000 DWThas no c ontac t with the fender Therefore, the

selec ted fender is not suitable for this applic ation

=G ood Selec tion =

Alternative 1

Energy Absorption : 38.6 Tonf-m >32.2 Tonf-m

=G ood Selec tion =

Alternative 2

Energy Absorption : 37.6 Tonf-m >32.2 Tonf-m

C SS-1150H +2.20

+4.7

L.W.L +0.3

+4.50 +2.75 +4.5

+1.0 Fronta l Fra me

SX 600H X 3000L +2.2

+4.7

L.W.L.

+0.3

+4.50 0.6

+4.20

+1.20 +1.0

SX 1000H X 1500L +2.30 +4.7

STANDARD SIZE OF VESSELS

Displa-Length Overall (m)

Length P.P.

(m)

Ballast Condition ConditionFull Load ConditionBallast

Breadth (m)

Depth (m)

Maximum Draft (m)

(m )

Wind Front Area

(m ) Full Load

Condition Confidence Limit : 75%

*Exc erpt from PIANC 2002

Appendix C Table C-1

Ro/Ro 1,000 2,190 73 66 14.0 6.2 3.5 880 970 232 232 Ship 2,000 4,150 94 86 16.6 8.4 4.5 1,210 1,320 314 323

3,000 6,030 109 99 18.3 10.0 5.3 1,460 1,590 374 391 5,000

9,670 131 120 20.7 12.5 6.4 1,850 2,010 467 497 7,000

13,200 148 136 22.5 14.5 7.2 2,170 2,350 541 583 10,000

18,300 169 155 24.6 17.0 8.2 2,560 2,760 632 690 15,000

26,700 196 180 27.2 20.3 9.6 3,090 3,320 754 836 20,000

34,800 218 201 29.1 23.1 10.7 3,530 3,780 854 960 30,000

50,600 252 233 32.2 27.6 12.4 4,260 4,550 1,020 1,160 Passenger 1,000 1,030 64 60 12.1 4.9 2.6 464 486 187 197 Ship 2,000 1,910 81 75 14.4 6.3 3.4 744 770 251 263

3,000 2,740 93 86 16.0 7.4 4.0 980 1,010 298 311 5,000

4,320 112 102 18.2 9.0 4.8 1,390 1,420 371 386 7,000

5,830 125 114 19.8 10.2 5.5 1,740 1,780 428 444 10,000

8,010 142 128 21.6 11.7 6.4 2,220 2,250 498 516 15,000

11,500 163 146 23.9 13.7 7.5 2,930 2,950 592 611 20,000

14,900 180 160 25.7 15.3 8.0 3,560 3,570 669 690 30,000

21,300 207 183 28.4 17.8 8.0 4,690 4,680 795 818 50,000

33,600 248 217 32.3 21.7 8.0 6,640 6,580 990 1,010 70,000

45,300 278 243 35.2 24.6 8.0 8,350 8,230 1,140 1,170 Ferry 1,000 1,230 67 61 14.3 5.5 3.4 411 428 154 158

2,000 2,430 86 78 17.0 6.8 4.2 656 685 214 221 3,000

3,620 99 91 18.8 7.7 4.8 862 903 259 269 5,000

5,970 119 110 21.4 9.0 5.5 1,220 1,280 330 344 7,000

8,310 134 124 23.2 10.0 6.1 1,530 1,600 387 405 10,000

11,800 153 142 25.4 11.1 6.8 1,940 2,040 458 482 15,000

17,500 177 164 28.1 12.6 7.6 2,550 2,690 555 586 20,000

23,300 196 183 30.2 13.8 8.3 3,100 3,270 636 673 30,000

34,600 227 212 33.4 15.6 9.4 4,070 4,310 771 819 40,000

45,900 252 236 35.9 17.1 10.2 4,950 5,240 880 940 Gas 1,000 2,480 71 66 11.7 5.7 4.6 390 465 133 150 Carrier 2,000 4,560 88 82 14.3 7.2 5.7 597 707 195 219

3,000 6,530 100 93 16.1 8.4 6.4 765 903 244 273 5,000

10,200 117 109 18.8 10.0 7.4 1,050 1,230 323 361 7,000

13,800 129 121 20.8 11.3 8.1 1,290 1,510 389 434 10,000

18,900 144 136 23.1 12.9 9.0 1,600 1,870 474 527 15,000

27,000 164 154 26.0 14.9 10.1 2,050 2,390 593 658 20,000

34,800 179 169 28.4 16.5 11.0 2,450 2,840 696 770 30,000

49,700 203 192 32.0 19.0 12.3 3,140 3,630 870 961 50,000

78,000 237 226 37.2 22.8 12.3 4,290 4,940 1,150 1,270 70,000

105,000 263 251 41.2 25.7 12.3 5,270 6,050 1,390 1,530 100,000

144,000 294 281 45.8 29.2 12.3 6,560 7,510 1,690 1,860

*) 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.

Maximum Draft (m)

Confidence Limit : 75%

Length Overall (m)

Length P.P.

(m)

Breadth (m)

Depth

(m)

Ballast Condition ConditionFull Load ConditionBallast

Type

Dead Weight Tonnage (t)

cement (t)

Displa-Wind Lateral Area (m )

Wind Front Area

(m ) Full Load

Condition

*Exc erpt from PIANC 2002

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

Ship 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 15,10020,000

Displacement (t)

*Exc erpt from PIANC 2002

THE DEVELOPMENT OF FENDER

What is Fender

Fender systems is to protec t the wharf and quay wall struc ture as a bumper when vessels berthing,

due to absorb the berthing energy of vessels and reduc e the berthing impac t to the vessels

The adoption of suitable fender will bring us next stage with enhanc ing smooth berthing, otherwise

we are possible to get reduc ing c argo handling time and more effec tive objec ts

History

In history of fender, anc estors used to use wooden bloc k as a fender, sometimes we c an see theseThen, we developed molded fender as D, Square shape, V shape in 70s After 70s, we had devel-Pneumatic fender, Foam Filled, and Roller fender, tug boat fender and so on In rec ent days, vesselsize keeps getting bigger and port fac ilities also level up with the rise of c ontainerization, the demand

of high performanc e fender as C SS or SPC is inc reasing.

C SS-type Pneumatic

C onventionally, fender materials have been selec ted with priority given to whether or not they haveamong harbor operators, however, there has been a growing tendenc y to plac e more priority overthe c ause no damage to the hull struc ture.

In partic ular, to selec t fenders intended for large sc ale c ontainer ships, c onsiderations suc h as aimportant in addition to the c onventional requirements” absorption of the berthing energy”, relationbetween the pier strength and the fender’s reac tion forc e” and “durability of the fender” The “C irc leFender with Frontal Panel” is furnished with frontal frame whose front surfac e is c overed with thestruc ture, surfac e reac tion forc e of the fender (ton/m) c an be adjusted simply by regulating the size

c an give exc ellent durability to allow a servic e life of about 15 years only by applying a simple andeasy maintenanc e c hec k on the produc t

E/A (kNm) 35.9 62.1 147 287 436 561 876 1177 1412 2295 3275 4489 7757

E/A (kNm) 31.1 53.7 128 249 379 486 759 1020 1226 1991 2834 3892 6726

E/A (kNm) 23.9 41.4 98.1 191 291 374 584 785 940 1530 2177 2988 5162

E/A (kNm) 19.1 33.0 78.5 153 233 299 467 628 751 1226 1746 2391 4131

F0

R/F (kN) 163 235 418 653 863 1020 1373 1667 1883 2609 3305 4082 5878

F1

R/F (kN) 141 204 362 566 748 884 1187 1451 1638 2265 2864 3536 5092

F2

R/F (kN) 109 157 279 435 576 680 915 1118 1255 1746 2207 2721 3919

F3

R/F (kN) 87.1 126 223 348 461 544 732 891 1010 1393 1765 2176 3133

F4

Size

C ompress until Design Fender Reac tion Forc e Value

C ompress until Maximum Fender Reac tion Forc e Value

0.966 1.000

0.950 1.000

0.936 1.000

0.922 1.000

0.910 1.000

0.898 1.000

0.883 1.000

0.801 1.000

0.652 1.000

1.024 1.063

1.009 1.063

0.997 1.063

0.982 1.063

0.968 1.063

0.955 1.063

0.940 1.063

0.861 1.063

0.722 1.063

99 97 96 95 97 100

E/A

8 17 28 39 50 62 72

94 100

Temperature Fac tor Temperature (°C ) -20 -10 0 10 23 30 40 50 60

TF 1.375 1.182 1.083 1.034 1 0.976 0.945 0.918 0.917

0 50 100

150

0 100 200

300

PERFORMANC E C URVE

Deflec tion (%) DImension of C SS Fender

A (mm) 500 600 800 1000 1150 1250 1450 1600

B (mm) 650 780 1050 1230 1440 1600 1820 1960

D (mm) 550 660 900 1100 1300 1450 1650 1800

New Jetty

FL Bolts kg 1.56 1.84 2.7 4.21 7.38 7.38 10.5 10.5

Weight kg 110 197 432 760 1205 1550 2350 2940

C (mm) 16-20 20-25 27-33 32-40 37-45 40-49 42-45 45-46

Anc hor

4XM24 4XM27 6XM30 6XM36 6XM42 6XM42 6XM48 8XM48

Existing

C R Bolt kg 1.22 1.7 2.27 3.72 6.23 6.23 9.22 9.22

SUPER C IRC LE FENDER

Introduc tion

The pioneer of fender system “SHIBATA” suggests…

SHIBATA was established in 1923 as a rubber boots fac tory Sinc e then, we are developing many

kinds of rubber produc ts Espec ially in the marine fender produc ts, we had installed superior and high

quality produc ts sinc e early part of 1960’s After 1970’s we developed C IRC LE TYPE fender, almost of

another c ompetition fender was designed by basing on our C IRC LE design polic y

We SHIBATA are always c onsidering how a fender should be served as c ruc ial supporter in safe

berthing and mooring of ships As a result, the main stream has been shifting from c onventional

types of fenders to the ones with higher energy absorption, lower reac tion for exc ellent c ost

perform-anc e

In rec ent days, vessel size keeps getting bigger and port fac ilities also level up with the rise of c

ontain-erization, the demand of high performanc e fender is inc reasing We have suc c eeded to develop

ultimate fender SPC (Super C irc le) Fender And so, we rec ommend SUPER C IRC LE FENDER with full

High Performanc e (Exc ellent)

More than 40 YEARS history for Fender (Many Experienc e)

High Quality)

35%

70%

Energy (kNm) 11.2 17.8 26.6 52.0 89.9 142.8 213 303 416 554 633 719 915 1142 1705 2428 3330

Energy (kNm) 13 21 31 60 104 164 246 350 480 638 729 829 1054 1316 1964 2797 3836

Energy (kNm) 15 23 35 67 117 185 276 393 539 718 820 932 1185 1480 2210 3146 4316

Energy (kNm) 18 28 42 82 141 224 334 476 653 869 993 1128 1434 1791 2673 3806 5221

Reac tion (kN) 72 97 127 199 286 390 509 644 795 962 1050 1140 1340 1560 2040 2576 3180

Reac tion (kN) 82 112 147 229 330 449 586 742 916 1108 1210 1320 1550 1800 2340 2967 3663

Reac tion (kN) 93 126 165 258 371 505 659 835 1030 1246 1360 1480 1740 2020 2640 3337 4120

Reac tion (kN) 112 153 199 312 449 611 798 1010 1250 1513 1650 1800 2110 2440 3190 4050 5000

Size Size

Perfomanc e of Intermediate Deflec tion

Temperature Fac tor Small Reduc tion Forc e for Angular C ompression

Temperature (°C ) -20 -10 0 10 23 30 40 50 60

TF 1.375 1.182 1.083 1.034 1 0.976 0.945 0.918 0.917

300H 350H 400H 500H 600H 700H 800H 900H 1000H 1150H 1200H

300H 350H 400H 500H 600H 700H 800H 900H 1000H 1150H 1200H

Bolt Size M20X4 M20X4 M20X4 M24X4 M24X4 M30X4 M36X6 M36X6 M42X6 M42X6 M42X8

Weight 35kg 51kg 76kg 151kg 247kg 402kg 587kg 853kg 1129kg 1720kg 1980kg

H 300 350 400 500 600 700 800 900 1000 1150 1200

PC DC 1 440 510 585 730 810 1020 1165 1313 1460 1550 1750

OD2 262 306 350 436 525 615 700 785 875 1000 1050

PC DC 2 210 245 280 350 420 490 560 630 700 805 840

D (mm) 18 20 20 22 23 26 31 36 38 41 46

E (mm) 25 25 25 30 45 45 72 72 82 92 92

OD1 500 575 650 820 900 1120 1250 1450 1600 1850 1920

PM-FENDER (PARALLELFENDER)

Introduc tion

Fender Team G mbh is our partner c ompany in Europe Fender Team have a lot of experienc e and

knowledge for fender design

The PM-Fender is an individually designed c omplete fender system A turning lever-arm mounted

between the struc ture and panel restrainsthe panel movement during the entire fenderc ompression,

allowing it to move only parallel to its mounting irrespec tive of the impac t level and angle The

advantages are obvious:

• The system provides equal energy absorption c apac ity at any impac t level

• No sec ond c ontac t point between the ship and the fender system c an oc c ur

• Reac tion forc es are muc h lower c ompared to c onventional fender systems

• Lower reac tion forc ed result in lower hull pressures and lighter struc tures whic h c an lead to

substantial saving in the c omplete projec t

This fender is uniquely designed for eac h projec t Fender Team would be pleased to rec eive your

design input allowing us to selec t the c orrec t type, size and overall layout for the PM-fender