Shibata CP - Old Catalog

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
E/R
R
E
Deflection
INTRODUCTION
Energy Absorption E
REACTION R
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 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
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)
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.
Where:
Cb =
M =
L =
B =
D =
=
M
L*B*D*P
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
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
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
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
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)
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
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
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
12
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
+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
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
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
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.
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
STANDARD SIZE OF VESSELS
* Excerpt from PIANC 2002
16
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.
17
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
Appendix C. Table C-2 VESSEL DISPLACEMENTS. Confidence Limits : 50%, 75%, 95%
18
THE DEVELOPMENT OF FENDER

19

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.
CSS-type
Pneumatic
Rubber chain
Rubber Ladder
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)
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.
28
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
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
*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%

*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

38
Type A
H/2
W/2
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
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
32.0
600 x 600
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
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
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 -
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
48
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
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 -
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.
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
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
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

70 C
ASTM D412 Die C; AS 1180.2;

BS 903.A2; ISO 37;
Elongation at Break
JLS K6251
Original
70 C
Original
DIN 53504

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;
Original Value + 6
70 C
Points increase
Original
75 (Max) Shore A
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

70 C
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

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MARINE PRODUCTS

COMMITED TO QUALITY SINCE 1923

SHIBATA INDUSTRIAL CO.,LTD

: JPY 8.1 Billion (USD 76 M) in 2007

Go for Uniqueness Company with Originality and Activity

Application and Development Human Resource

The adoption of a suitable fendering system will

V-shape fenders are anchored directly onto

3) FENDER TYPES AND CHARACTERISTICS

The characteristics in terms of performance of

3-2) Types of fenders

DESIGN DATA COLLECTION

DESIGN DATA COLLECTION

2-2) Berthing facility (Berthing structure)

DESIGN DATA COLLECTION

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

And, we use the following formulae in

Fig.3-1 Dimension of vessel

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

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

Dead Weight Tonnage

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

Weight of ship and water added to the hold or ballast

Loa or Lpp (m)

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

The actual Depth of ship.

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

ordinary difficult in berthing:

0.15 0.30 0.45 0.60 0.75

approaching velocity (cm/sec)

2-2) Berthing velocity (V)

b) Difficult berthing conditions, sheltered.

c) Easy berthing conditions, exposed.

a) Good berthing conditions, sheltered.

e) Navigation conditions difficult, exposed.

Figure 4.2.1. Design berthing velocity (mean value) as

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

2-3) Hydrodynamic Mass coefficient: Cm

2-4) Eccentricity coefficient: Ce

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

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

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

For general cargo vessels and bulk carriers

2-5) Softness Coefficient (Cs)

Tugs, Work Boats, etc.

DESIGN OF FENDER SYSTEM

DESIGN OF FENDER SYSTEM

3) ALLOWABLE REACTION FORCE

Hull Pressure kN/m

Container vessels 1st and 2nd generation

3rd Generation (Panamax)

5th & 6th Generation

=/< 20.000 DWT

> 20.000 DWT 40

=/< 60.000 DWT

> 60.000 DWT

Gas Carries (LNG / LPG)

General Cargo Vessels

These vessels are usually belted

4-2) Actual values of typical fender