MARINE PRODUCTS

C OMMITED TO QUALITY SINC E 1923

1923 A Limited Partnership Shiba ta Rubber Industries wa s established in Kobe to produc e rubber
boots.

1949 A Limited Partner wa s dissolved, and Shiba ta Rubber Industria l C o. Ltd wa s established.
1961 Ma rine Rubber Fenders were produc ed.
1970 Na me of C orpora tion wa s c hanged to Shiba ta Industrial C o. Ltd.
1979 Rubber C ha iner wa s developed.
1989 C ushion Roller wa s developed.

2001 Super C irc le (SPC ) fender wa s developed.

2003 Shibata Asia SDN. BHD. wa s established in Ma la ysia .

SHIBATA INDUSTRIAL C O.,LTD

ESTABLISHED : August 10,1923.

PRESIDENT : Atsuki SHIBATA
C APITAL : JPY 315M
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 a tion and Development Human Resourc e

C OMPANY C REED
Supple Mind
Adoration Mind
G ra titude
C ONTENTS
INTRODUC TION.................................................................................. 1

DESIG N DATA C OLLEC TION.............................................................. 4

DESIG N OF FENDER SYSTEM.............................................................. 5

THE DEVELOPMENT OF FENDER..........................................................19

C SS FENDER....................................................................................... 21

SUPER C IRC LE FENDER....................................................................... 24

PM-FENDER (PARALLELFENDER)........................................................ 28

V-SHAPED FENDER............................................................................. 30

C YLINDRIC AL FENDER -C T-................................................................37

RIG ID FENDER -D & SQUARE SHAPE-.................................................38

WORK BOAT FENDER......................................................................... 41

C USHION ROLLER............................................................................... 46

RUBBER LADDER -FOR SAFETY OPERATION-......................................48

RUBBER LADDER -JOINT LADDER....................................................... 50

C AR STOPPER..................................................................................... 51

EDG E BUMPER BC TYPE...................................................................... 52

EDG E BUMPER BP TYPE...................................................................... 53

AC C ESSORIES.................................................................................... 54

PHYSIC AL PROPERTIES OF UHMW-PE................................................ 57

RUBBER PROPERTIES........................................................................... 58

OTHER PRODUC TION......................................................................... 59

 INTRODUC TION

1) WHAT IS A FENDER

The purpose of the fendering system is to serve as REAC TION

a bumper to protec t the hull and berthing fac ility FORC E
from damage when vessels berth alongside.
Another func tion is to opera te as a shoc k
absorber by absorbing the berthing energy of a
vessel on the berthing opera tion and soften the
berthing impac t to the berth and hull. ENERG Y ABSORPTION
Therefore,the two main func tionsof the fendering
system are:
1) To perform as a bumper to protec t the hull REA C TION
and berthing fac ility from damages. FORC E
2) To perform as a shoc k absorber on the
berthing opera tion.

The adoption of a suita ble fendering system will

DEFLEC TION
help to ensure smooth berthing opera tion.
Henc e itisimportantto give priority to the selec tion
of a fendering system that c an ac tua lly
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 REAC TION

and run by wind or human efforts. There wa s no FORC E
nec essity to use spec ia l fendersother than timber
fenders for berthing vessels.
With the advanc ed tec hnologies after the
industria l revolution, vessels are propelled by DEFLEC TION
steam engines or diesel engines, and hull are
c onstruc ted out of steel in pla c 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 suita ble fendering system, REAC TION
large vessels were forc ed to moor at anc horages FORC E
and c argoes were transferred by small boa ts or
ba rges. Alternatively, the large vessels had to
berth alongside with strong hull c onstruc tion. With
the development of mass transporta tion, it wa s
DEFLEC TION
important to develop fendering system to ena ble
vessels to berth alongside of the quay.
C ylindric al type rubber fenders wa s developed in
the 1940 s, whic h allowed vessels to berth direc tly
at the wharves. However the c ylindric a l fender is
easily damaged bec ause it is insta lled by c hains
and sha c kles, and has a high reac tion forc e.
To overc ome the above defec ts, V-shape
fenders were developed after some resea rc h
and development works done by the releva nt
authorities, together with fender manufac turing in
Ja pan in the 1960 s.

1 INTRO DUC TIO N

V-shape fenders are anc hored direc tly onto
the quay wa lls instead of sec uring c hains as in
the c ase of c ylindric a l fenders. It offers better
durabilities and energy absorption c apa c ity
with lower reac tion forc e as c ompared with
c ylindric a l fenders.
After 1960 s, the resea rc h and development REAC TION
worksc ontinued to develop more idea l fenders FORC E
for eac h individual spec ia l requirement.
Today, with the c orrec t applic a tion of the
suita ble fendering systems from various kinds
of fenders, c onstruc tion c osts of berthing are
DEFLEC TION
nationalized.
You c an selec t suita ble fenders to meet your
requirements, for berthing of small boa ts to
super tanker, from c ylindric a l type fenders,V- REAC TION
FORC E
sha pe fenders, improved V-shape fenders,
c irc le fenders, improved c irc le type fenders,
fenders with steel frontal pa nels, pneumatic or

roller fenders, and simple D or square sha ped DEFLEC TION

fenders.

3) FENDER TYPES AND CHARACTERISTICS

3-1) C harac teristic s of fenders

REAC TION
FORC E
The c hara c teristic s in terms of performanc e of
rubber fenders are expressed by:
A) Energy absorption: E (Tonf - M)
Ra ted energy absorption is the amount
of energy absorbed by the fender when it
DEFLEC TION
It is given by area under the reac tion

B) Reac tion forc e: R (Tonf)

Ra ted reac tion forc e is the reac tion

the relation between energy absorption

B
value (E) and reac tion load value , that R
A

makes the maximum values (E/R).

D) Hull pressure: (Tonf/m2) E/R
E
Hull (surfac e) pressure is the
forc e transferred to hull (per sq.
meter) of a ship from the fender.
Hull (surfac e) pressure = (reac tion forc e)/
Deflec tion
(c ontac t area).
Fig.1-1 Performa nc e C urve

INTRO DUC TIO N 2

 3-2) Types of fenders

fender).
Buc kling (C onstant Reac tion) type fenders having the performanc e c urve as shown in Fig.1-1 will
have a reac tion load that suddenly risesc omparatively as a result of elastic c ompressive deformation

c losed and elastic c ompressive deformation will be restored resulting in a sudden rise in reac tion
load.
Fenders having the performanc e c urve as shown in Fig.1-2 are the c onstant elastic modulus type
fenders, and hollow c ylindric a l fenders will fall into this c ategory. Approxima tely in proportion to

B
R
A

E/R
E

Deflec tion

Fig.1-1 Performa nc e C urve

E/R

R
E

Deflec tion

Fig.1-2 Performa nc e C urve

3 INTRO DUC TIO N

DESIG N DATA C OLLEC TION
1) BASIC ITEMS FOR FENDERS 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, wa ve)

2) REQUIRED INFORMATION
{*: important}

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

A) Type *
: G eneral c argo, Oil tanker, C onta iner c arrier, Bulk c arrier, Ferry boa t, Passenger boa t.
Work boa t, Tug boa t, Wa r ship.
B) Weight *
: D.W.T., D.P.T., or gross ton
C ) Length
: Loa or Lpp
D) Brea dth
E) Dra ft
G ) Free boa rd

2-2) Berthing fac ility (Berthing struc ture)

A) Type *
: Wha rf, Jetty, Pier, Dolphin or Pontoon
B) Struc ture
: Pile type or gravity type
C ) Eleva tion *
: Top dec k (platform) level, High wa ter and Low wa ter level.
For existing quay struc ture, the following additional informa tion are required:
D * Spac e for fender insta llation with its elevations from sea wa ter 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 ) Wa ve: Height, period and direc tion

DESIG N DATA C O LLEC TION 4

 DESIG N OF FENDER SYSTEM
1) VESSEL

As a general rule, one should use the length overa ll

ac tua l values of the ship to c alc ulate the
berthing energy. However, in some c ases
where the ac tua l values are not known,
one c an refer to the atta c hed Appendix-1 length between
perpendic ulars
Standard size of vessels showing the typic a l
ship s mea surements given by the Ha rbor
Depa rtment of the Ministry of Transportation.
molded brea dth

And, we use the following formulae in

Appendix-2 Formulae to c alc ulation ofvessel s
c hara c teristic s to provide supplementary freeboa rd
materials to c ompensate for the in between molded depth
valuesof standa rd shipsshown ba sed on report light load full loa d
from the Port and Ha rbor Researc h Institute of draft draft
the Ministry of Transportation.

Fig.3-1 Dimension of vessel

Usua lly, ships are built ac c ording to the standa rd sets of dimensions and c arrying c apa c ity.

TERMINO LOG Y DEFINITIONS

G ross Tonna ge G T (ton) Tota l volume of vessel and c argo. It is derived by dividing the
total interior c apac ity of a vessel by 100 c ubic feet.
Net Tonna ge NT (ton) Tota l volume of c a rgo tha t c a n be c a rried by the vessel.
Displac ement Tonnage DPT (ton) Tota l weight of the vessel and c argo when the ship is loaded
to draft line.
Dead Weight Tonna ge DWT (ton) Weight of c argo, fuel, passenger, c rew a nd food on the
vessel.
Light Weight LW (ton) Weight of ship.
Ballast Weight BW (ton) Weight of ship and wa ter added to the hold or ba lla st
c ompa rtment of a vessel to improve its stability a fter it has
disc ha rged its c a rgo.
Length of ship Loa or Lpp (m) The length from the top of the bow to the end of the stern of
a ship.
Brea dth of ship B (m) The distanc e a c ross the para llel sec tion of the sides of a ship.
Loa ded Dra ft d (m) The distanc e from the water surfac e to the keel of the ship
when the ship is loa ded to the freeboa rd ma rk.
Light Draft db (m) The distanc e from the water surfac e to the keel of the ship
when the ship is at light.
Depth of Ship D (m) The a c tua l Depth of ship.

Note : Passenger ship, c a r c arrier a nd LPG & LNG c a rries a re normally expressed using G T or NT.
DPT = DWT + LW

5 DESIG N OF FENDER SYSTEM

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 tonna ge (tons)
V : Berthing veloc ity (m/sec )

g : Ac c eleration of G ra vity (9.8m/sec )

... opentype (pier type)

diffic ult berthing: ... c losed type (sheet pile type, gra vity type)
lowest sheltering effec t 15

diffic ult berthing:

high sheltering effec t
10
ordina ry diffic ult in berthing:
low sheltering effec t

ea sy berthing:
lowest sheltering effec t 5

ea sy berthing:
high sheltering effec t
0 0.15 0.30 0.45 0.60 0.75
a pproa c hing veloc ity (m/sec ) 0 10,000 20,000 30,000 40,000
displa c ement tonna ge (tif)

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 mea sure or from experienc e at existing
berthing fac ility.

a) G ood berthing c onditions, sheltered. 0.80

0.60
e

c ) Easy berthing c onditions, exposed.

d
0.40 c

d) G ood berthing c onditions, exposed. b

0.20
a

0
1 2 5 10 50 100 500
DWT in 1000 tonne

they are c onsidered to be high.

Figure 4.2.1. Design berthing veloc ity (mea n va lue) a s
func tion of na viga tion c onditions a nd size of vessel
(Brolsma et a l. 1997)

DESIG N OF FENDER SYSTEM 6

 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 erta in angle. Therefore, vessel turns

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

and the rema ining energy is transferred to the berth.
The ec c entric ity fac tor (C e) represents the proportion of the rema ining energy to the kinetic
energy of the vessel at berthing.

R = distanc e of point of c onta c t to the c entre of the mass (measured pa rallel to the wharf)
(in m)
= angle between veloc ity vec tor and the line between the point of c onta c t and the
c entre of mass.

7 DESIG N OF FENDER SYSTEM

 K= (0.19 Cb + 0.11)*7
Lppand
Loa Cb =
&Cb= M
L*B*D*P

Where:

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

L = length of vessel (in m);
B = brea dth of vessel (in m);
D = draft of vessel (in m);
density of wa ter (a bout 1.025 ton/mfor sea wa ter)

For c onta iner vessels 0.6 - 0.8

For general c a rgo vessels a nd bulk c a rriers 0.72 - 0.85
For ta nkers 0.85
For ferries 0.55 -0.65
For Ro/Ro-vessels 0.7 - 0.8

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 wa ll)

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

For (solid) quay wa ll under pa rallel approac h C c is generally taken as 0.9

2-7) Abnormal Impac t

Fenders have to be c apa ble of c atering for a reasonable abnormal impac t. The following table
gives general guida nc 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 O f Berth Impa c t Vessel Fa c tory for Abnorma l

Impa c t Applied to
Berthing Energy (C a b)
Ta nker a nd Bulk La rgest 1.25
C a rgo Sma llest 1.75

C onta iner La rgest 1.5

Sma llest 2.0

G enera l C a rgo 1.75

Ro-Ro a nd Ferries 2.0 or higher

Tugs, Work Boa ts, etc . 2.0

DESIG N OF FENDER SYSTEM 8

 3) ALLOWABLE REACTION FORCE

The allowable reac tion forc e from the impac t of the ship is governed by the designed lateral
resista nc e of the berthing struc ture. If the lateral resista nc 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 pressure
exc eeds the hull resista nc 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 rated
reac tion forc e below the allowable resista nc e of the berthing struc ture. G enera lly, the lateral
resista nc e of dolphins and open piled piers are lower than that of the more massive quay wa ll
struc tures.

4) ALLOWABLE HULL (SURFACE) PRESSURE

4-1) Allowable hull (surfac e) pressure

The data is not ava ilable. In the design of fenders for dangerous c argo vessel suc h as oil tanker.
allowable hull pressure ranges from 20 tons/m.
There, however, are many c ases of tankers berthing on to the fender with surfa c e pressure
exc eeding 100 tons/m2 without any damage of the hull

Type Of Vessel Hull Pressure kN/m

C onta iner vessels 1st a nd 2nd genera tion < 400
3rd G enera tion (Pa na ma x) < 300
4th G enera tion <250
5th & 6th G enera tion <200
G eneral c argo vessels
=/< 20.000 DWT 400 - 700
> 20.000 DWT 40 <400
Oil Tanker
=/< 60.000 DWT < 300
> 60.000 DWT < 350
VLC C 150 - 200
G a s c a rries (LNG / LPG ) < 200
Bulk c a rries < 200
SWATH
RO - RO vessel These vessel a re usua lly belted
Pa ssenger Vessel

4-2) Ac tual values of typic al fender

The following are the surfa c e pressure of typic a l fender:

V-Shape : 50 - 140 (ton/m2)
Improved V-shape : 40 - 120
Floating type fender : 10 - 25
Fender with frontal pa nel : values c an be adjusted by c hanging the size of the frontal pa nel

9 DESIG N OF FENDER SYSTEM

5) POSITION AND AREAS TO BE PROTEC TED

5-1) Vertic al Direc tion

The types of the fenders and its position a t the quay must be determined to protec t and absorb
the berthing energy of a ll types a nd size of vessels at a ll possible tidal ra nge.

FENDER WITH
FENDER FRONTAL FRAME
FENDER
MAX. VESSEL

MAX. VESSEL

MAX. VESSEL

MIN. VESSEL
MIN. VESSEL

MIN. VESSEL

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 Wha rf
(* Refer to ITEM 7) FITTING INTERVAL OF FENDER

FENDER

2) C ontinuous Wha rf

FENDER

DOLPHIN

DESIG N OF FENDER SYSTEM 10

 6) NATURAL FORC E

6-1) Wind Forc e

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

using a n appropria te method of C a lc ula tion. In genera l, the
wind pressure is c a lc ula ted by the following formula (refer to FIG .
3-10) U

R
where ;
R1 : Resulta nt forc e of wind pressure (kg)
: Air density (= 0.123kgs2/m4)
U : Wind speed (m/s)
A F : Area of projec tion of the front of ship above water surfac e
(m2)
A S1 : Area of projec tion of the side of ship a bove water surfa c e
(m2)
: Angle of the wind direc tion to the c enter line of the hull (deg)

G enera l C a rgo:
C = 1.325 - 0.05c os2 - 0.35c os4 - 0.175c os6

Passenger Ship:
C = 1.142 - 0.142c os2 - 0.367c os4 - 0.133c os6

Oil Tanker
C = 1.20 - 0.083c os2 - 0.25c os4 - 0.177c os6

6-2) C urrent Forc e

The resulta nt forc e due to the c urrent in the direc tion of the ship side is c alc ulated by the following
formula:

Where ; R
R2 : Resulta nt forc e due to the c urrent (kgf) 6.0 C =
1/2 VLd
: Sea water density (= 104.5 kgfs / m4)
5.0 L: Length between
perpendic ula rs
V : C urrent speed (m/s) d: Mea n Dra ft
4.0
As2 : Area of ship side below the draft line Wa ter Depth = 1.1
(m) Dra ft
3.0
6-3) Wave Forc e
1.5
2.0
The wa ve forc es ac ting on the mooring ship
c an be c alc ulated by appropria te methods 1.0 7.0
suc h as the sourc e method, the boundary
0
and the strip method whic h is most widely 0 20 40 60 80 100 120 140 160 180
used for ships.

11 DESIG N OF FENDER SYSTEM

7) FENDER SPACING

A ship berths at a c erta in angle and c onta c ts with the berth at c erta in point of bow or stern
of the ship.

berthing.
At a suita ble spa c ing, the following table is introduc ed in Tec hnic al Note No.30, Ja pan.

Wa ter Depth Fender Spa c ing

-4 ~ -6m 4 ~ 7m
-6 ~ -8m 7 ~ 10m
-8 ~ -10m 10 ~ 15m

The following equa tion c an be used for determining the maximum fender spa c ing.

where ;
L : ma ximum fender spa c ing (m)
r : bent radius of bow side of ship (m)
h : Height of fenders when effec tive berthing energy
absorbed (m) h L

If the informa tion of a bent radius of boa rd side is not ava ilable, then following equa tions offer a
guideline to the bent radius.

G enera l C argo --------------------------------------- Tanker, Ore C arrier -----------------------------------------

500 DWT~50,000 DWT DWT5,000 DWT~200,000 DWT

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 Tonna ge of Vessel

DESIG N OF FENDER SYSTEM 12

 8) DESIGN EXAMPLES

(1) Example 1

i) Vessel

Kind G eneral C argo

DWT (tons) 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
Berthing Point 1/4 point 1/4 point
Ec c entric ity C oeffic ient 0.5 0.5

ii) Fac ility

Wharf Length : 180 meter
c ontinuous fac e
H.W.L. : +2.0m
L.W.L : +0.3m
Top elevation of dec k : +3.0m

iii) Berthing energy

DWT (ton) Ws (ton) C b C m C e 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) Selec tion of fender

SX type fender model : SX600H x 2000L (Hl) +3.50 600

Performanc e Fender Height : 0.600 meter +3
+2.5
+1.9 SX600H X 2000L (H1)
15000DWT

Reac tion Forc e : 99.5 Tonf

1000DWT

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

Surfac e Pressure : 73.7 Tonf/m2 +0.5
L.W.L. +0.3

Relation of fenders & vessels at L.W.L

In the c ase of 1,000 DWT sberthing at L.W.L., the c onta c 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.

13 DESIG N OF FENDER SYSTEM

v) Fender Spac ing

Please refer to data below for maximum spa c ing.

Vessel : 15,000 DWT 1,000 DWT

Bent Ra dius : r (m) 45 8
Fender Height : H (m) 0.6 0.6
Fender Deflec tion : d (m) 0.315 0.138

Deflec ted Fender Height : h (m) 0.285 0.462

Ma x Spa c ing : L (m) 10.1 5.3

We would rec ommend 5.0 meters of fender spa c ing as to ac c ommodate the minimum vessel for
1,000 DWT

(2) Example 2

i) Vessel

Kind Ore C arrier G eneral C argo

DWT (tons) 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
Berthing Point 1/4 point 1/4 point
Ec c entric ity C oeffic ient 0.5 0.5

ii) Fac ility

Wharf Length : 250 meter c ontinuous fac e

H.W.L. : +3.5 m
L.W.L : +0.3 m
Top elevation of dec k : +4.5 m
Bottom elevation of dec k : +2.5 m

iii) Berthing energy

DWT (ton) Ws (ton) C b C m C e 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

DESIG N OF FENDER SYSTEM 14

 iv) Selec tion of fender

=Wrong Selec tion = 1.0

If we selec t the fender only ba sing on the c alc ulated berthing +4.7 +4.5
SX +4.25
energy 32.2 Tonf-m and given spa c e for fender insta llation, 1000H X 1500L

40000DWT
following SH-Fender c an be selec ted as one of the fenders to be +2.75

2000DWT
+2.30
insta lled.
Type of fender : SX1000H x 1500L (H3)
L.W.L. +0.30

Reac tion Forc e : 82.9 Tonf

Energy Absorption : 34.8 Tonf-m >31.9 Tonf-m
Surfac e Pressure : 49 Tonf/m

From the above, the small vessel, 2,000 DWThas no c onta c t with the fender. Therefore, the
selec ted fender is not suita ble for this applic a tion.

C SS-1150H
=G ood Selec tion = +4.7 +4.5 +4.50
Alternative 1
Type of fender : C SS-1150H (F2) +2.20 +2.75
+1.0 Fronta l Fra me
Reac tion Forc e : 76.3 Tonf L.W.L. +0.3
Energy Absorption : 38.6 Tonf-m >32.2 Tonf-m
Fronta l Frame : 1.75 mW x 3.5 mL

0.6
+4.7
=G ood Selec tion = +4.20
+4.50

Alternative 2 SX 600H X 3000L

+2.2
Type of fender : SX 600H x 3000L (H1)
+1.20
L.W.L.
+0.3 +1.0
Reac tion Forc e : 149 Tonf
Energy Absorption : 37.6 Tonf-m >32.2 Tonf-m
Surfac e Pressure : 74 Tonf/m

15 DESIG N OF FENDER SYSTEM

STANDARD SIZE OF VESSELS
Appendix C. Table C-1 Confidence Limit : 75%
Type Dead Displa- Length Length Breadth Depth Maximum Wind Lateral Area Wind Front Area
Weight cement
Overall P.P. Draft
Tonnage
(t) (t) (m) (m) (m) (m) (m) (m ) (m )
Full Load Ballast Full Load Ballast
Condition Condition Condition Condition
General 1,000 1,690 67 62 10.8 5.8 3.9 278 342 63 93
Cargo 2,000 3,250 83 77 13.1 7.2 4.9 426 541 101 142
Ship 3,000 4,750 95 88 14.7 8.1 5.6 547 708 132 182
5,000 7,690 111 104 16.9 9.4 6.6 750 993 185 249
7,000 10,600 123 115 18.6 10.4 7.4 922 1,240 232 307
10,000 14,800 137 129 20.5 11.6 8.3 1,150 1,570 294 382
15,000 21,600 156 147 23.0 13.1 9.5 1,480 2,060 385 490
20,000 28,400 170 161 24.9 14.3 10.4 1,760 2,790 466 585
30,000 41,600 193 183 27.8 16.2 11.9 2,260 3,250 611 750
40,000 54,500 211 200 30.2 17.6 13.0 2,700 3,940 740 895

Bulk 5,000 6,920 109 101 15.5 8.6 6.2 689 910 221 245
Carrier* 7,000 9,520 120 111 17.2 9.5 6.9 795 1,090 250 287
10,000 13,300 132 124 19.2 10.6 7.7 930 1,320 286 340
15,000 19,600 149 140 21.8 11.9 8.6 1,100 1,630 332 411
20,000 25,700 161 152 23.8 13.0 9.4 1,240 1,900 369 470
30,000 37,700 181 172 27.0 14.7 10.6 1,480 2,360 428 569
50,000 61,100 209 200 32.3 17.1 12.4 1,830 3,090 518 723
70,000 84,000 231 221 32.3 18.9 13.7 2,110 3,690 586 846
100,000 118,000 255 246 39.2 21.1 15.2 2,460 4,460 669 1,000
150,000 173,000 287 278 44.5 23.8 17.1 2,920 5,520 777 1,210
200,000 227,000 311 303 48.7 25.9 18.6 3,300 6,430 864 1,380
250,000 280,000 332 324 52.2 27.7 19.9 3,630 7,240 938 1,540

Container 7,000 10,700 123 115 20.3 9.8 7.2 1,460 1,590 330 444
Ship** 10,000 15,100 141 132 22.4 11.3 8.0 1,880 1,990 410 535
15,000 22,200 166 156 25.0 13.3 9.0 2,490 2,560 524 663
20,000 29,200 186 175 27.1 14.9 9.9 3,050 3,070 625 771
25,000 36,100 203 191 28.8 16.3 10.6 3,570 3,520 716 870
30,000 43,000 218 205 30.2 17.5 11.1 4,060 3,950 800 950
40,000 56,500 244 231 32.3 19.6 12.2 4,970 4,730 950 1,110
50,000 69,900 266 252 32.3 21.4 13.0 5,810 5,430 1,090 1,250
60,000 83,200 286 271 36.5 23.0 13.8 6,610 6,090 1,220 1,370

Oil 1,000 1,580 61 58 10.2 4.5 4.0 190 280 86 85

Tanker 2,000 3,070 76 72 12.6 5.7 4.9 280 422 119 125
3,000 4,520 87 82 14.3 6.6 5.5 351 536 144 156
5,000 7,360 102 97 16.8 7.9 6.4 467 726 184 207
7,000 10,200 114 108 18.6 8.9 7.1 564 885 216 249
10,000 14,300 127 121 20.8 10.0 7.9 688 1,090 255 303
15,000 21,000 144 138 23.6 11.6 8.9 860 1,390 309 378
20,000 27,700 158 151 25.8 12.8 9.6 1,010 1,650 355 443
30,000 40,800 180 173 29.2 14.8 10.9 1,270 2,090 430 554
50,000 66,400 211 204 32.3 17.6 12.6 1,690 2,830 548 734
70,000 91,600 235 227 38.0 19.9 13.9 2,040 3,460 642 884
100,000 129,000 263 254 42.5 22.5 15.4 2,490 4,270 761 1,080
150,000 190,000 298 290 48.1 25.9 17.4 3,120 5,430 920 1,340
200,000 250,000 327 318 52.6 28.7 18.9 3,670 6,430 1,060 1,570
300,000 368,000 371 363 59.7 33.1 21.2 4,600 8,180 1,280 1,970

* Exc erpt from PIANC 2002

DESIG N OF FENDER SYSTEM 16

 Appendix C. Table C-1 Confidence Limit : 75%
Dead Displa- Length Length Breadth Depth Maximum Wind Lateral Area Wind Front Area
Weight
Type cement Overall P.P. Draft
Tonnage
(t) (t) (m) (m) (m) (m) (m) (m ) (m )
Full Load Ballast Full Load Ballast
Condition Condition Condition Condition
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.

* Exc erpt from PIANC 2002

17 DESIG N OF FENDER SYSTEM

Appendix C. Table C-2 VESSEL DISPLACEMENTS. Confidence Limits : 50%, 75%, 95%
Dead Displacement Dead Displacement
Weight Weight
Type Type
Tonnage Tonnage
(t) (t) (t) (t)
50% 75% 95% 50% 75% 95%
General 1,000 1,850 1,690 1,850 Ro/Ro 1,000 1,970 2,170 2,540
Cargo 2,000 3,040 3,250 3,560 2,000 3,730 4,150 4,820
Ship 3,000 4,460 4,750 5,210 3,000 5,430 6,030 7,010
5,000 7,210 7,690 8,440 5,000 8,710 9,670 11,200
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
Passenger 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 Ferry 1,000 810 1,230 2,240
2,000 1,600 2,430 4,430
Container 7,000 10,200 10,700 11,500 3,000 2,390 3,620 6,590
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 15,100
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
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

* Exc erpt from PIANC 2002

DESIG N OF FENDER SYSTEM 18

 THE DEVELOPMENT OF FENDER
What is Fender

Fender systems is to protec t the wharf and quay wa ll 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 suita ble 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 these

Then, we developed molded fender as D, Squa re sha pe, V sha pe in 70s. After 70s, we had devel-

Pneumatic fender, Foam Filled, and Roller fender, tug boa t fender and so on. In rec ent days, vessel
size keeps getting bigger and port fac ilities also level up with the rise of c onta inerization, the demand
of high performanc e fender as C SS or SPC is inc reasing.

19 THE DEVELOPMENTOF FENDER

 C SS-type Pneumatic

Rubber c hain Rubber Ladder

THE DEVELOPMENTOF FENDER 20

 C SS FENDER
Introduc tion

In rec ent yea rswhile the ec onomic bloc kshave expa nded inc reasingly wider, the maritime distribution
industry has entered into the era of high-speed distribution in large quantities, in whic h large-sc a le
c onta iner ships are taking the initia tive. Ac c ordingly, the development and produc tion of larger and
faster vessels has raised the demand for lighter weight of the hull struc ture. This has also affec ted how
a fender should serve as a c ruc ia l supporter in ensuring safe moorings of ships; as a result, the main
stream has been shifting from the c onventiona l types of fenders to the ones with higher absorbed
energy and with lower reac tion forc e. These allow less shoc k to be transmitted to the outer pla nk of
the hull.

C onventiona lly, fender materials have been selec ted with priority given to whether or not they have

among harbor opera tors, however, there has been a growing tendenc y to pla c e more priority over
the c ause no damage to the hull struc ture.

In pa rtic ula r, to selec t fenders intended for large sc a le c onta iner ships, c onsidera tions suc h as a

important in addition to the c onventiona l requirements absorption of the berthing energy, relation
between the pier strength and the fender s reac tion forc e and durability of the fender. The C irc le
Fender with Fronta l Panel is furnished with frontal frame whose front surfa c e is c overed with the

struc ture, surfa c 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 yea rs only by applying a simple and
easy maintenanc e c hec k on the produc t.

21 C SS FENDER
C SS FENDER
Fender Performanc e At Design Deflec tion
F0 F1 F2 F3 F4

R/F E/A R/F E/A R/F E/A R/F E/A R/F E/A
Size
(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

Angle (deg) 0 3 4 5 6 7 8 9 10 15 20
C ompress until Design Fender Rea c tion Forc e Va lue
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
C ompress until Ma ximum Fender Reac tion Forc e 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

Perfomanc e of Intermediate Deflec tion Tempera ture Fa c tor

R/F E/A Tempera ture (C ) TF
0 -20 1.375
5 39 -10 1.182
10 70 8 0 1.083
15 88 17 10 1.034
20 96 28 23 1
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
50 97 94
52.5 100 100
55 107 106

C SS FENDER 22
 PERFO RMANC E C URVE
150 300

100 200

50 100

0 0
0 5 10 15 20 25 30 35 40 45 50 55
Deflec tion (%)

DImension of C SS Fender
B

C C
A

New Jetty Existing

A B C D Anc hor Weight
FL Bolts C R Bolt
(mm) (mm) (mm) (mm) kg kg kg
500H 500 650 16-20 550 4XM24 1.56 1.22 110 500H
600H 600 780 20-25 660 4XM27 1.84 1.7 197 600H
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

23 C SS FENDER
SUPER C IRC LE FENDER
Introduc tion

The pioneer of fender system SHIBATA suggests

SHIBATA wa s 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 insta lled superior and high
quality produc ts sinc e early pa rt of 1960 s. After 1970 s we developed C IRC LE TYPE fender, almost of
another c ompetition fender wa s designed by ba sing on our C IRC LE design polic y.

We SHIBATA are alwa ys c onsidering how a fender should be served as c ruc ia l supporter in safe
berthing and mooring of ships. As a result, the main stream has been shifting from c onventiona l
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 onta in-
eriza tion, 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)

SUPER C IRC LE FENDER 24

 0%

35%

70%

25 SUPER C IRC LE FENDER

SPC FENDER
FC 10 FC 25 FC 44 FC 62 FC 96
Rea c tion Energy Rea c tion Energy Rea c tion Energy Rea c tion Energy Rea c tion Energy
Size Size
(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

Perfomanc e of Intermediate Deflec tion Sma ll Reduc tion Forc e for Angula r C ompression
Deflec tion R/F E/A Angle (deg) 0 3 6 9 12 15 20
0 E/A 1.00 1.00 1.00 0.989 0.965 0.920 0.800
5 27 R/F 1.0 1.0 1.0 1.0 1.0 1.0 1.0
10 48
15 65 10 Tempera ture Fa c tor

20 79 17 Tempera ture (C ) TF

25 90 25 -20 1.375

30 97 34 -10 1.182

35 100 44 0 1.083

40 99 53 10 1.034
23 1
45 93 62
50 84 71 30 0.976

55 73 78 40 0.945

60 68 85 50 0.918

65 60 0.917

70
72
73
74

SUPER C IRC LE FENDER 26

 PERFO RMANC E C URVE
200 400

150 300

100 200

50 100

0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75
Deflec tion (%)

H OD1 PC DC 1 OD2 PC DC 2 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
2000H 2000 3200 2920 1700 1400 100 123 M56X10 9560kg 2000H

27 SUPER C IRC LE FENDER

PM-FENDER (PARALLELFENDER)

Introduc tion

Fender Team G mbh is our pa rtner 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 pa nel restrainsthe pa nel movement during the entire fenderc ompression,
allowing it to move only pa rallel to its mounting irrespec tive of the impac t level and angle. The
advantages are obvious:

The system provides equa l energy absorption c apa c ity at any impac t level.

No sec ond c onta c 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 onventiona l 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.

PM-FENDER (PARALLELFENDER) 28
 FRONT VIEW SIDE VIEW

5
4

3
3
2
1

1 SPC -Rubber fender unit

2 C losed box steel pa nel DOUBLE PM-FENDER
3 Torsion tube
4 Torsion tube arm
5 Upper and lower brac ket with hinges
6 UHMW-PE pla tes

SING LE PM-FENDER

Petrona s, Ea st Ma la ysia

29 PM-FENDER (PARALLELFENDER)
V-SHAPED FENDER
SV-type fender
A c onventiona l c ylindric a l type fender absorbed energy
through c ompressive deformation, while this SV-type fender
materialized a revolutionary improved energy absorption
-
ing deformation.
Onc e again, the introduc tion of a stationary system with an-
c hor bolts improved the durability rema rkably.
This fender is used most widely in the world harbors as multi
purpose type fender.

Features

2) Exc ellent durability and stability

SX-type fender
It is the SX-type fender whic h is a narrow, exc ellent low re-
ac tion forc e and high energy absorption type together
with features of a multi purpose type (SV-type) fender and

This is espec ially suita ble for open-type piers with vertic a l
piles and the like to whic h low reac tion forc e type is advan-
tageous to c onstruc tion c ost.

Features
1) Realization of ultimate energy absorption

Intended purpose
1) Quay wa ll friendly low reac tion forc e type impac t applied to both the hull and the wa ll during
a vessel c oming alongside the quay is minimal due to the small reac tion forc e per absorption
energy amount.
2) Limited insta llation area (The spa c e nec essa ry for insta lling the fender per absorption energy is
smaller than that for a multi purpose type fender.

SX-P type fender

The use of impac t-a bsorption pla te on the fac e of SX-type fender ena bles the pla te to rec eive the
loc al pressure from hull.
The fender is so c onstruc ted that the loc al pressure is dispersed throughout the fender via the impac t-
absorbing pla te, damage to the fender by projec tions on the hull c an be prevented, and stress is
sipersed throughout the rubber pa rt.
This type is espec ially suita ble for the pla c es where more than a few meter long fenders are required
due to a wide tida l differenc e, or for mooring quay wa lls for work ships.

Features
1) Exc ellent durability
Stress c aused by the loc al c ompression due to projec tions of the hull is dispersed throughout the
rubber impac t-supporting pa rt, whic h prevents damage by the loc al over c ompression.
2) C an be arra nged variously
C onnec ting severa l rubber impac t-supporting pa rtsto an impac t-rec eiving pla te ena ble to have
an impac t-rec eiving fac e suita ble for all applic a tion c onditions.
* Fender mounting surfa c e or pla c e is easily adjusta ble.
* C orresponding to with wide tida l differenc e is easy.
3) Adjustment to fac e reac tion forc e is possible
Desired fac e reac tion forc e is obta ina ble by adjusting the size of the impac t-rec eiving pla te.

V-SHAPED FENDER 30
 SV FENDER PERFO RMANC E
V1 V2 V3 V4

Reac tion Energy Reac tion Energy Reac tion Energy Reac tion Energy LENG TH
Size Forc e Absorption Forc e Absorption Forc e Absorption Forc e Absorption Up to 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 1000

V1 V2 V3 V4

Reac tion Energy Reac tion Energy Reac tion Energy Reac tion Energy LENG TH
Size Forc e Absorption Forc e Absorption Forc e Absorption Forc e Absorption 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 800
1000 838 279 735 245 552 184 368 123 1000

A
L
H
Intermedia te deflec tion

RF EA 3/4 1/2 1/4

Full Length A/L=0.75 A/L=0.50 A/L=0.25

7 L/H=7.0 R/F
E/A
L/H=4.5 R/F
E/A
L/H=2.1 R/F
E/A

PERFO RMANC E C URVE

200 400

150 300

100 200

50 100

0 0
0 5 10 15 20 25 30 35 40 45 50
Deflec tion (%)
Reaction Energy

31 V-SHAPED FENDER
Dimension
A B C D E F Anc hor Weight
SV (mm) (mm) (mm) (mm) (mm) (mm) kg/m SV
150H 150 300 98 20 75 240 M22 34 150H
200H 200 400 130 24 100 320 M24 60 200H
250H 250 500 162 24 125 400 M24 87 250H
300H 300 600 195 29 150 480 M30 133 300H
400H 400 800 260 33 200 640 M36 245 400H
500H 500 1000 324 38 250 800 M36 304 500H
600H 600 1200 390 44 300 960 M42 526 600H
800H 800 1500 520 50 400 1300 M48 890 800H
1000H 1000 1800 648 59 500 1550 M48 1389 1000H

Bolt Hole Interval

1000mm 1500mm 2000mm 2500mm 3000mm 3500mm 250H
250H 900 700 630 800 725 680 Bolts
Bolts 4 6 8 8 10 10 300H
300H 900 700 630 800 725 680 Bolts
Bolts 4 6 8 8 10 10 400H
400H 900 700 630 800 725 680 Bolts
Bolts 4 6 8 8 10 10 500H
500H 900 700 630 800 725 680 Bolts
Bolts 4 6 8 8 10 10 600H
600H 900 700 630 800 725 Bolts
Bolts 4 6 8 8 10 800H
800H 900 700 630 800 725 Bolts
Bolts 4 6 8 8 10 1000H
1000H 900 700 630 800 725 Bolts
Bolts 4 6 8 8 10

E
D
B
F

V-SHAPED FENDER 32
33 V-SHAPED FENDER
SX, SX-P PERFO RMANC E
H0 H1 H2 H3
Rea c tion Energy Rea c tion Energy Rea c tion Energy Rea c tion Energy LENG TH
Size Forc e Absorption Forc e Absorption Forc e Absorption Forc e Absorption Up to Size

(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 H3
Rea c tion Energy Rea c tion Energy Rea c tion Energy Rea c tion Energy LENG TH
Size Forc e Absorption Forc e Absorption Forc e Absorption Forc e Absorption Up to Size

(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
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 A
L
H

3/4 1/2 1/4

Full Length A/L=0.75 A/L=0.50 A/L=0.25
L/H=7.0 R/F
E/A

L/H=4.5 R/F
E/A
L/H=2.1 R/F
E/A

PERFORMANC E C URVE
150 300

100 200

50 100

0 0
0 5 10 15 20 25 30 35 40 45 50 55

Reaction Energy

V-SHAPED FENDER 34
 Dimension

A B C D E F K Anc hor Weight

(mm) (mm) (mm) (mm) (mm) (mm) (mm) kg/m

250H 250 500 200 24 178 400 7.5 M24 85 250H
300H 300 600 290 29 213 480 9 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
800H 800 1500 640 50 520 1300 24 M48 890 800H
1000H 1000 1800 800 59 610 1550 30 M48 1397 1000H

Bolt Hole Interva l

1000mm 1500mm 2000mm 2500mm 3000mm 3500mm
250H 900 700 630 800 725 680 250H
Bolts 4 6 8 8 10 10 Bolts
300H 900 700 630 800 725 680 300H
Bolts 4 6 8 8 10 10 Bolts
400H 900 700 630 800 725 680 400H
Bolts 4 6 8 8 10 10 Bolts
500H 900 700 630 800 725 680 500H
Bolts 4 6 8 8 10 10 Bolts
600H 900 700 630 800 725 600H
Bolts 4 6 8 8 10 Bolts
800H 900 700 630 800 725 800H
Bolts 4 6 8 8 10 Bolts
1000H 900 700 630 800 725 1000H
Bolts 4 6 8 8 10 Bolts

A
D
E
B
F

35 V-SHAPED FENDER
 H0 H1 H2 H3 LENG TH
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 36
 C YLINDRIC AL FENDER - C T -

Item S0 S1 S2 Weight/m 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 135.4 4.7 109.9 4.1 53.0 2.6 29.0kg 200x100
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 236.4 14.3 192.3 12.5 93.2 7.9 86.6kg 350x175
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 471.9 57.2 384.6 49.9 185.4 31.7 347kg 700x350
800x400 539.6 74.8 439.5 65.2 211.9 41.4 453kg 800x400
900x450 608.2 94.6 500.3 82.6 238.4 52.5 573kg 900x450
1000x500 676.9 116.7 549.4 102.0 264.9 64.7 707kg 1000x500
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
*)
**) Performanc e spec ific ations are given on a per meter ba sis.
***)Other Rubber G rade: Ava ila ble

37 C YLINDRIC AL FENDER - C T-
RIG ID FENDER - D & SQUARE SHAPE -

**With +/- 10%Toleranc e

DC Type

Type A

HxW A( ) B C ( ) Bolt Size Bolt Pitc h 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

Type B
H

HxW A( ) E( ) F( ) Bolt Size Bolt Pitc h 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

RIG ID FENDER - D & SQUARE SHAPE - 38

 DD Type

Type A

HxW B C ( ) Bolt Size Bolt Pitc h 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 55.6 600 x 600

Type B

HxW E( ) F( ) Bolt Size Bolt Pitc h 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

39 RIG ID FENDER - D & SQUARE SHAPE -

 SC Type

Type A

HxW A( ) B C ( ) Bolt Size Bolt Pitc h 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 62.0 600 x 600

Type B

HxW A( ) E( ) F( ) Bolt Size Bolt Pitc h 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

RIG ID FENDER - D & SQUARE SHAPE - 40

 WORK BOAT FENDER
WORK BOAT FENDER, the required func tions and c hara c teristic s of fenders to be insta lled to ships are
not only those generally required but also other c hara c teristic s as well. The func tion of the ordinary
fender is to absorb the shoc k energy of a berthing vessel. However, work boa t 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 boa t and the ship while
redistributing the pushing forc e to the ship with as little loss as possible. Yet, it is usually in suc h a state
that easy damage is possible bec ause it has been used over prolonged periods of time under severe
c onditions.
SHIBATA Work Boat Fenders have been produc ed after taking into c onsidera tion all of the above
fac tors. The selec tion of materials and the sha pe and c onstruc tion of the fender are ba sed on long
experienc e. All Shiba ta Fenders are produc ts of latest tec hnology. The reputa tion of Shiba ta Fender
among its c ustomers is testimony to its superiority. Shiba ta also produc es fenders for pusher boa ts,
ba rges, plying boa ts and supply boa ts and in eac h c ase applies the latest tec hnology and knowl-
edge gained in the manufac ture of its fender.

FEATURES
1 Material rubber is same as rubber fender for wharf, has resista nc e for c ut and weather.
2 Fenders are designed and manufac tured with the performanc e levels nec essa ry for eac h.

4 Due to deliver large size of fender, SHIBATA has C omplete insertion adhesion system
5 Fenders are ava ilable in three c olors of Blac k and G rey, White.

The Proc edure of Fender Selec tion

The Below c hart shows the relationship between the maximum towing forc e of the work boa t
and the minimum length of fender c onta c t and the ship doing a pushing job. This c hart gives the
best size for an insta lled fender.

70

60
Maximum towing forc e (ton)

50

40

30

20

10

OD 300 400 500 600 700 800 900 1,000 1,100

X ID X 150 X 200 X 250 X 300 X 350 X 400 X 450 X 500 X 550

C onditions:
Ma ximum towing forc e of the work boa t 30 tons
Length of c onta c t 1.5 meters

41 WO RK BOATFENDER
Method of selec tion:
Dra w a line horizontally from 30 tons on the Y-axis to the 1.5 meter length graph. At this point dra w a
vertic a l line to the X-axis. Then, this point on the X-axis gives the most suita ble fender.

Result:

Referenc e
Types of propellers
1. 2-a xis propulsion (fixed pitc h propeller) 5.0 ~ 7.0
2. 2-a xis propulsion (va ria ble pitc h propeller) 6.0 ~ 8.5
3. Kort nozzle type (fixed pitc h propeller) 6.5 ~ 9.0
4. Kort nozzle type (va ria ble pitc h propeller) 7.5 ~ 10.5
5. Kort la dder type 10.0 ~ 14.0

2. Selec tion of straight type and c urved type fenders

1) When straight type fenders are bent for insta llation to ship the outside of fender expa nds
and the inside is c ompressed. Rubber shows very strong c ut resista nc e even against tool
edges and good weather resista nc e under norma l or c ompressed c onditions. However,

bec omes subjec t to tool edges and oxygen ozone and ultra violet rays. Therefore, it is safer
to avoid insta lling a straight type fender to a boa t where it will be forc ibly bent.

2) The stretc hing ratio of the outside of straight fender insta lled by bending is dependent upon
the outer dia meter of the fender and radius (R) of the position of ship where the fender is in-
stalled. On the ba sis of experienc e and test results, if the (R) is larger than four times the outer
dia meter of the fender it has been observed that there is no reason to exc lude the insta lla-
tion of straight one.

CL
C rac ks and
c uts may oc c ur outer diameter

R R

CL
outer diameter
CL

WO RK BOATFENDER 42
 C ylindric al Type

OD
L ID

A A A A B SID

E F
OD
L TO D
T ID

A A A A B SID

E F TF

OD
250 300 350 400 500 600 700 800 900 1,000 1,100 1,200
L
145 145 180 250 250 250 350 400 425 425 425 425
4,000 530 530 520 700 700 700 660 640 1,050 1,050 1,050 1,050
115 160 190 225 225 225 350 400 400 400 400 400
5,000 530 520 650 650 650 650 860 840 840 840 840 840
140 140 210 210 210 210 340 375 450 450 450 450
6,000
520 520 620 620 620 620 760 750 1,020 1,020 1,020 1,020
120 145 200 200 260 260 350 385 385 385 400 400
7,000
520 610 600 600 720 720 700 890 890 890 1,240 1,240
100 165 165 205 260 260 355 400 400 430 430 430
8,000
B 520 590 590 690 680 680 810 800 800 1,020 1,020 1,020
A 165 150 150 210 210 275 320 360 405 405 405 405
9,000
510 580 580 660 660 650 760 920 910 910 1,170 1,170
155 155 155 200 200 255 325 380 410 410 410 410
10,000
510 570 570 640 640 730 850 840 1,020 1,020 1,020 1,020
145 180 180 230 230 250 300 300 440 440 415 415
11,000
510 560 560 620 620 700 800 800 920 920 1,130 1,130
135 225 205 220 220 220 300 410 445 445 445 445
12,000 510 550 610 680 680 680 760 860 1,010 1,010 1,010 1,010
125 175 200 230 230 295 350 350 390 390 450 450
13,000 510 550 600 660 660 730 820 820 940 940 1.100 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
E 50 50 50 50 60 60 60 70 70 80 90 100
F 12 18 18 18 24 30 36 42 42 48 54 60
4 6m L
200 225 260 300 375 450 525 600 675 750 850 900
TOD
7 13mL 230 255 290 330 405 500 575 650 725 820 920 970
TF 6 12 12 18 24 30 36 42 42 48 54 60
4 5mL 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000 1,000
T
6 13mL 1,000 1,000 1,250 1,250 1,250 1,500 1,500 1,500 1,500 1,500 2,000 2,000

43 WO RK BOATFENDER
MC Type

EE

T
H
G L G

Q Pxn Q

H 300 400 500 550 600

L
175 150 150 360 360
1,000
500 2 500 2 500 2 580 1 580 1
175 150 150 320 320
1,500
500 3 500 3 500 3 580 2 580 2
175 150 150 280 280
Q 2,000
500 4 500 4 500 4 580 3 580 3
Px n
175 150 150 240 240
2,500
500 5 500 5 500 5 580 4 580 4
175 150 200 200
3,000
500 6 500 6 580 5 580 5
175
3,500
500 7
A 360 500 562 700 700
B 280 410 472 550 550
C 200 300 300 420 420

D ( ) 125 200 200 300 300

E F 26 35 30 40 30 40 55 75 55 75

G 175 150 150 150 150

T 40 50 50 75 75

Bolt size W7/8 W1 W1 W2 W2

Weight table (kg)

H
L 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 - - - -

WO RK BOATFENDER 44
 M Type Fender

(mm)
Size A B C D E F 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

(mm)
Size A B C D K 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

45 WO RK BOATFENDER
C USHION ROLLER
Absorbing Shoc k-Load and Following Tidal Movement

SHIBATA C USHION ROLLER is a unique shoc k absorbing system, with a rotational func tion used for pile

TYPE DESIG N LOAD

FRR-SA 10 TON
FRR-MA 15 TON
FRR-LA 20 TON

Our C ushion Roller has 5 (Five) features,

1. Rota tiona l Func tion
2. Sma ll Deformation of Roller
3. Absorption of Shoc k-loa d and Noise Reduc tion
4. Minimizing Osc ila tion at the Time of Low Externa l Forc e
5. Adjustable to Dimensional Toleranc e

C USHIO N ROLLER 46
 370
L
W

Rw 350
FRR-SA
300 FRR-MA
FRR-LA
250 FRR-2LA
FRR-3LA
200 FRR-3.5LA
LO AD (kN)
H

150

100

50

0
1 5 10 15 20 25 30 35 40 45 50
Deflec tion (mm)
Performanc e C urve

DIMENSION

Model Design Load H RW Wx L 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)

47 C USHIO N ROLLER
RUBBER LADDER - FOR SAFETY OPERATION -
The SHIBATA RUBBER LADDER is made of c omplex material - rubber and c hain, whic h prevents
c orrosion, resistsdeformation, and even providesfendering protec tion. The RUBBERLADDER, therefore,
is c ompletely free from maintenanc e. The RUBBER LADDER wa s developed in the 1970s, providing a

bending or breaka ge even when a small boa t strike on there with their bow-the typic a l wa y of
berthing these boa ts.

SHIBATA RUBBER LADDER LINE UP

MODEL PURPOSE REMARKS
RL-200H fixed to qua y with
HEAVY DUTY
ANC HOR BOLTS
fixed to qua y with
RV-150H LIG HT DUTY
ANC HOR BOLTS
JOINT FOR UNSUPPORTED c ombined with
LADDER STRUC TURE RL, RV MODEL
RUBBER SIMPLE STYLE OF RUBBER fixed to qua y with
STEP LADDER ANC HOR BOLTS

SPEC IFIC ATIONS

Total Width 850mm
Length of Rungs 450mm
Interval of Rungs 300mm
125mm
Vertic al Load 100kg
Diameter of C hain 8mm
Deflec tion
Tension
Performanc e
EA more tha n 7.8kN-m

C HAIN SPEC IFIC ATION (JIS F 2106)

Diameter 8mm
Internal Length 32mm
Internal Width 12mm
Maximum Load 800kg

RL-200H RV-150H

RUBBER LADDER - FOR SAFETY OPERATION - 48

 RL-200H Spec ific ations*
Length Weight
No. of Rung No. of Bolts Bolt Pitc h
(mm) (kg)
900 93 3 2x2 300+300+300
1200 125 4 3x2 300+300+300+300
1500 157 5 3x2 300+600+300+300
1800 188 6 4x2 300+300+600+300+300
2100 221 7 4x2 300+600+300+600+300
2400 252 8 5x2 300+600+300+300+600+300
2700 284 9 5x2 300+600+600+300+600+300
10 6x2 300+600+300+600+300+600+300

RV-150H Spec ific ations*

Length Weight
No. of Rung No. of Bolts Bolt Pitc h
(mm) (kg)
600 32 2 2x2 150+300+150
900 48 3 2x2 150+600+150
1200 64 4 3x2 150+450+450+150
1500 80 5 3x2 150+600+600+150
1800 96 6 3x2 150+750+750+150
2100 112 7 4x2 150+600+600+600+150
2400 128 8 4x2 150+750+600+750+150
2700 144 9 5x2 150+600+600+600+600+150
3000 160 10 5x2 150+600+750+750+600+150

*)The a bove size is our sta nda rd. If total length exc eeding 3000mmL is required, we c an c ombine various units to meet
your requirement. If a spec ial support struc ture is required for the la dder, we c an design and fa bric a te it to meet your
spec ific ations. If hand grips a re required, we c an supply our sta nda rd sta inless steel, c orrosion free hand grips.

49 RUBBER LADDER - FOR SAFETY OPERATION -

RUBBER LADDER - JOINT LADDER -
When the RUBBER LADDER is insta lled on the Sheet Pile Quay Wa ll Type, the Sheet Pile Quay Wa ll with
a Relieving Platform Type, the Piled Type, the Detac hed Piers, or the Dolphin whic h norma lly do not
have enough supported struc ture for RUBBER LADDER, the JOINTLADDER is very useful in c ombination
with the RUBBER LADDER.

RUBBER LADDER
PILED PIER

L.W.L JOINT LADDER

JOINT LADDER Spec ific ation**

Length of Total Length Number O f

Use Rungs For RL-200H For RV-150H
For RL-200H For RV-150H
600 1000 850 2 23 26

900 1300 1150 3 32 36

1200 1600 1450 4 42 46

1500 1900 1750 5 52 56

1800 2200 2050 6 61 65

*)The a bove size is our sta nda rd. If a total length exc eeding 1800mmL is required, we c a n
c ombine various units in the above length to suit your requirement.

RUBBER LADDER - JOINTLADDER - 50

 C AR STOPPER
WEATHER PROOF TYPE
SHIBATA C AR STOPPER is made of high density polyethylene . It resists rusting from exposure to sea
wa ter.

EASY INSTALLATION
Proc essing and c oating have been treated in advanc e.

MODEL NO. WEIG HT (kg/m)

ST-150H 22.5kg
ST-200H 40kg
ST-250H 50kg
ST-300H 60kg

MO DEL LINE UP

200
200 74 C ap
200 74 C ap
150 74 C ap
74 C ap

35 35 35 35

60
M27 M27 M27 M27 150
200

M27

34 34 34 34

ST-150H ST-200H ST-250H ST-300H

PAINTING PATTERN
(MODEL ST-150H)

200 200

1500

51 C AR STO PPER
EDG E BUMPER BC TYPE
RUBBER ELASTIC ITY AND STRENG TH
The EDG E BUMPER BC TYPE c onsists of rubber and steel with rust proof, whic h make it possible to
protec t the ship and the edge of the quay from damaging eac h other.

VARIOUS OF C OLOR
BLAC K G REEN BLUE RED ORANG E
YELLOW WHITE

For Existing Wharf For New Wharf

350 600 600 600 350
Anchor Bolt Non-Slip Rubber
Dec k Side
2,500 100
50 Reflector Mold fixing hole
Sea Side 10
500 750 750 500
100 1,000 1,300 100

100 Non-Slip Rubber

M12 110 2.3

25
8 7 30
200 21 55 55
Embedded Steel 9mmt
SS400 M12
Long Nut M12 x 40L M12 Deformed D13
17
SS400 18
235 18
200
22

Deta il Sec tion Dra wing Fixing Item for New Wha rf Fixing for Existing Wha rf

EDG E BUMPER BC TYPE 52

 EDG E BUMPER BP TYPE
HIG H RIG ID PLASTIC S
This EDG E BUMPER BP TYPE is made of high density polyethylene, whic h is solid and rust free.

C AP

53 EDG E BUMPER BP TYPE

AC C ESSORIES

materials of SUS304 and SUS316, Hot Dip G a lvanized steel with selec ted.

Fla nge Soc ket SUS304

SUS304
S WD Embedded Bolt SS400
4- 6

X u

W i

Wa sher (squa re) Fitting Bolt

SUS304 o SUS304 WD

K
m t H L

Anc hor Soc ket Washer Bolt

WD
e f u i j W X m n o t L K H
M22 28 50 60 85 175 55 40 75 50 25 5 60 55 14
M24 32 50 60 90 185 65 50 75 55 29 6 70 60 15
M27 35 75 65 95 210 75 60 85 60 33 6 80 65 17
M30 40 85 75 110 230 80 65 85 65 35 6 90 70 19
M36 48 100 80 125 255 85 70 100 75 42 6 105 80 23
M42 55 100 95 145 290 110 85 150 90 49 9 120 95 26
M48 65 140 110 175 340 115 90 175 100 55 9 140 110 30
M56 75 160 110 185 360 125 100 110 110 62 9 150 110 35
M64 85 160 140 215 380 130 105 120 120 69 9 180 140 40

AC C ESSO RIES 54
 C R Type Anc hor for Existing C onc rete

Anc hor Bolt Nut

SUS304 SUS304 WD

WD

H E

A B
L

Wa sher (square)
SUS304 o
n

m t

Anc hor Bolt Nut Washer

Resin
WD SV / SX C SS / SPC C apsule
(RG )
L A L A B C E F H m n o t
M22 195 45 195 45 150 28 32 37 18 75 50 25 5 2215F
M24 225 55 225 55 170 30 36 41.6 19 75 55 29 6 2416F
M27 255 65 190 32 41 47.3 22 85 60 33 6 2419F
M30 275 65 285 75 210 38 46 53.1 24 85 65 35 6 2302F
M36 325 75 335 85 250 46 55 63.5 29 100 75 42 6 3625F
M42 385 95 385 95 290 55 65 75 34 150 90 49 9 4523F
M48 435 105 435 105 330 60 75 86.5 38 175 100 55 9 5027F
M56 525 125 400 65 85 98.1 45 110 110 62 9 5035F
M64 580 130 450 75 95 110 51 120 120 69 9 5027F,5018F

55 AC ESSORIES
C HAINS, SHAC KLES, DOG BONES SHAC KLES, U-ANC HORS

Dogbone Shac kle

Design Load C hain Dia Shac kle Dia U-Anc hor Dia
(ton) (mm) (in)(mm) MD Length (mm)

8 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
20 34 1 3/8 (34.9) M45 186 ~ 319 46
22 36 1 1/4 (31.8) M48 193 ~ 340 48
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
37 46 1 3/4 (44.5) M60 240 ~ 418 65
40 48 2 (50.8) M64 255 ~ 498 65
47 52 2 (50.8) M68 275 ~ 481 70
Ma teria l SBC 490 S45C ,SC M435 SBC 490 (S45C ),SS400 SS400
*)Bra king Loa d of a bove ea c h item is 3 times of Design Loa d

AC C ESSO RIES 56
 PHYSIC AL PROPERTIES OF UHMW-PE

UHMW-PE is c hara c terized by c orrosion resista nc e, wa ter resista nc e, as well as high impac t strength
even with very low tempera tures. The material offers a c ombination of low fric tion together with high
wear resista nc e. C onsequently, UHMW-PE material is most suita ble for marine applic a tion.

Desc ription Test method Value Unit

Physic al properties
Molec ula r weight Visc osimetric Method <3 106 g/mol
Mass density DIN 53479, ISO 1183 ~ 0.94 g/c m3
Mec hanic al properties
Yield Tension DIN 53455, ISO 527-1 ~ 20 MPa
Tensile Stra in DIN 53455, ISO 527-1 10
Tensile strength a t break DIN 53455, ISO 527-1 < 40 MPa
Tensile stra in at break +23C DIN 53455, ISO 527-1 > 50
Tensile modulus of elastic ity DIN 53455, ISO 527-1 > 650 MPa
Ball indenta tion ha rdness DIN 53456, ISO 2039 > 35 MPa
C harpy impa c t value DIN 53456, ISO 179 80 mJ/mm2
Attrition Sand - Slurry ~ 130
C oeffic ient of fric tion DIN 53375 ~ 0.15
Ha rdness shore D DIN 53505, ISO 868 > 55
Thermal properties
Perma nent temperature -60+80 C
Melting point ISO 3146 130 140 C
Therma l length expa nsion
C oeffic ient (23C - 80C ) DIN 53752-A 1.5 2x10-4 K-1
Therma l c onduc tivity 0.41 E/(m*K)
Elec tric al properties
Volume resistivity DIN IEC 60093 > 1014 Ohm*c m
Additional properties
Absorption of wa ter DIN 53492 < 0.01 mg

57 PHYSIC AL PROPERTIES OF UHMW-PE

Rubber Properties
Pro pe rty Te sting Standard Co nditio n Re quire me nt

ASTM D412 Die C; AS 1180.2; Orig ina l 16 Mpa (Min)

BS 903.A2; ISO 37;
Ag e d fo r 96 ho urs a t
JLS K6301 Ite m 3, Dumb e ll 3 12.8 Mpa (Min)
Te nsile Stre mg th 70 C
Orig ina l 15 N/ mm (Min)
DIN 53504 Ag e d fo r 168 ho urs a t
12.75 N/ mm (Min)
70 C

ASTM D412 Die C; AS 1180.2; Orig inal 400% (Min)

BS 903.A2; ISO 37;
Ag e d fo r 96 ho urs a t
JLS K6301 Ite m 3, Dumb e ll 3 320% (Min)
Elo ng a tio n a t Bre ak 70 C
Orig ina l 300% (Min)
DIN 53504 Ag e d fo r 168 ho urs a t
280% (Min)
70 C

ASTM D2240 AS 1683.15.2; Orig ina l 78 (Ma x) Sho re A

BS 903.A6; ISO 815; Orig ina l Va lue + 6
Ag e d fo r 96 ho urs a t
Ha rd ne ss JLS K6301 Ite m 5A Te ste r 70 C Po ints inc re a se
Orig ina l 75 (Ma x) Sho re A
DIN 53505 Ag e d fo r 168 ho urs a t Orig ina l Va lue + 5
70 C Po ints inc re a se

ASTM D395; AS 1683.13B; Ag e d fo r 22 ho urs a t

BS 903.A6; ISO 815; 30 (Ma x)
70 C
JLS K6301 Ite m 10
Co mpre ssio n Se t

Ag e d fo r 24 ho urs a t
DIN 53517 40 (Ma x)
70 C

ASTM D624; AS 1683.12;

BS 903.A3; ISO 34.1; Die B 70 kN/ m (Min)
Te a r Re sista nc e JLS K6301 Ite m 9, Te st Pie c e A

DIN 53507 80 N/ m (Min)

ASTM D1149; AS 1683.24; 1ppm a t 20% strain a t

Ozo ne Re sista nc e No c ra c king visib le b y e ye
BS 903.A43; DIN 53509;ISO 143/ 1 40 C fo r 100ho urs

28da ys in a rtific a l
Se a wa te r Re sista nc e DIN 86076; Sc tio n 7.7
se a wa te r a t 95C a t 2 C
Ha rdne ss 2 C= (Ma x)
Sho re A
Vo lume +10/ -5% (Ma x)

BS 903.A9 Me tho d B, 1000 re vo lutio ns 0.5c c (Ma x)

Ab rasio n Re sista nc e
DIN 53516 100mm (Ma x)

Bo nd Stre ng th
BS 903.A21 Me tho d B 70 N/ mm (Min)
Ste e l to Rub b e r

RUBBER PROPERTIES 58
 OTHER PRODUC TION

Water Proof Sheet for Disposal Area

Shoc k Absorbing C hain Flexible C ontainer Bag

Rubber Boots

59 OTHER PRODUC TION

 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 PRODUC TION SBT-J-09-01