Fender Design. Fender Design

Fender Design Fender Design 1. Design Data Collection 1.1. The following conditions shall be confirmed prior to the selection of fender. 1.1.1. Effective berthing energy of ship 1.1.2. Berthing structure allowable reaction force 1.1.3. Hull allowable surface pressure 1.1.4. The position and area to be protected by the fender system 1.1.5. Natural force (Inc. wind, current and wave etc.) 1.2. Required Information Vessels 1.2.1. Types: General Cargo Vessel, Oil Tank, Container Ships, Bulk Cargo Ships, Ferries, Cruise Liners and Project Boat etc. 1.2.2. Weight: gross tonnage, dead weight tonnage and displacement tonnage etc. 1.2.3. Length of Ship 1.2.4. Breadth of Ship 1.2.5. Depth of Ship 1.2.6. Ship loaded draft 1.2.7. Freeboard height 1.3. Berthing Structures 1.3.1. Types: Wharf, Jetty and Pier etc. 1.3.2. Structure: Pile type or gravity type 1.3.3. Elevation Top deck (platform) level High water and low water level For existing quay structure, the following additional information are required: 1.3.4. Space for fender installation with its elevations from seawater level. 1.3.5. Horizontal allowable force acting on the structure. 1.4. Natural Condition 1.4.1. Wind: Direction and speed 1.4.2. Current: Direction and speed 1.4.3. Wave: Height, period and direction Page 155 of 176

- Design Flow Chart Fender System Design In most cases, the actual values of the ships is used to calculate the actual berthing energy. Under some cases the actual values are not available, then the attached list "Standard Size of Vessels" shall be referred for calculations. Page 156 of 176

Gross Tonnage GT(ton) TERMINOLOGY DEFINATIONS 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) Dead Weight Tonnage DWT(ton) Weight of cargo, fuel, passenger, crew and food on the vessel. Light Weight LOW(ton) Weight of ship. Ballast Weight BW(ton) Total weight of the vessel and cargo when the ship is loaded to draft line. 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 The length from the top of the bow to the end of the stern of a ship. Breadth of Ship B The distance across the parallel section of the sides of a ship. Loaded Draft Light Draft d d Depth of Ship D The actual Depth of ship. The distance from the water surface to the keel of the ship when the ship is loaded to the freeboard mark. The distance from the water surface to the keel of the ship when the ship is at light. Note: Passenger ship, car carrier and LPG & LNG carriers are normally expressed using GT or NT. DPT=DWT+LW 2. Berth Energy calculation The impacting energy calculation is subject to the ships berthing method which can be defined as following: a. Side Berthing & Dolphin Berthing, as shown in the figure 1 & 2 Figure 1 E=1/2gMd. V 2 Cm. Ce. Cc. Cs Figure 2 Then Figure 3 b. Passing Lock Entrance, as shown in the figure 3 E=1/2Md. (V sina) 2 Cm. Cm. Ce. Cc. Cs Figure 4 c. Ship-To-Ship Berthing, as shown in the figure 4 0.5....... Figure 5 d. End Berthing, as shown in the figure 5 E=0.5MdV 2 Page 157 of 176

Where E - Vessel effective berthing energy Md - Displacement Tonnage (ton) V - Berthing Velocity (m/s) Cm - Added Mass Coefficient Ce - Eccentricity Coefficient Cs - Softness Coefficient, normally takes 1 Cc - Berth Configuration Coefficient, normally takes 1. 1) V Berthing Velocity Berthing velocity is an important parameter in fender system design, it depends upon the sizes of vessel, loading condition, port structure and the easy or difficulty of the approach etc. Therefore the berthing velocity is preferred to be obtained from actual measurements or relevant existing statistic information. When the actual measured speed velocity is not available, the BSI and PIANC etc. standard shall be adopted to determine the required velocity value from the following chart. a. Easy berthing and sheltered b. Difficult berthing and sheltered c. Easy berthing, exposed d. Good berthing, exposed e. Difficult berthing, exposed BERTHING VELOCITIES Velocity (mm/s) Displacement (tone) The berthing velocity can be calculated more precisely by using the following formulation while the ship DPT is 10000 ton -500000 ton. V 1 a 1 0.599 Md -0.4423 V 1 b 1 840x Md -0.4031 V 1 c 1 10885 Md -0.3899 V 1 d 1 1x452 Md -0.3748 V 1 e 1 12893 Md -0.3625 Page 158 of 176

Berthing Velocities Table Md (Ton) V (a) (m/s) V (b) (m/s) V (c) (m/s) V (d) (m/s) V (e) (m/s) 1000 0.18 0.35 0.52 0.67 0.87 2000 0.15 0.30 0.44 0.57 0.72 3000 0.14 0.27 0.40 0.52 0.65 4000 0.13 0.25 0.38 0.49 0.59 5000 0.12 0.23 0.35 0.46 0.56 10000 0.1 0.19 0.29 0.38 0.45 20000 0.08 0.16 0.23 0.31 0.36 30000 0.06 0.14 0.20 0.27 0.31 40000 0.06 0.12 0.18 0.24 0.28 50000 0.05 0.11 0.16 0.22 0.25 100000 0.04 0.86 0.13 0.17 0.20 200000 0.03 0.06 0.09 0.13 0.16 300000 0.02 0.05 0.08 0.11 0.13 400000 0.02 0.04 0.07 0.10 0.13 500000 0.02 0.04 0.07 0.10 0.12 2) When the ships berth at the dock, the body of water carried along with the ship as it moves sideways through the water. As the ship is stopped by the fender, the momentum of the entrained water continues to push against the ship and this effectively increase its overall mass. The mass of specified water is called Added Seawater Mass, the added seawater influence coefficient is called Cm, normally calculated as the following formula: D- ; Draft L- Ship length 1 - ( =1.025t/m3) Seawater density 3) Ce Eccentricity Coefficient (Ce) In most cases there is certain angle (shown in the figure) exist when ships approach to the dock, therefore the impacting point is not opposite the center of mass of the vessel., the ship will rotate so as to dissipated partial ship impacting energy. The energy dissipated can be adjusted by Ce at berthing, the calculation formula is stated below: 1 1 1/ Page 159 of 176

Where r = Gyration radius of ship against axial of center of gravity on horizontal plane. I = Project of the distance between the center of gravity and berthing point on dock direction Quarter-point berthing 4 Third-point berthing 3 Mid-ships berthing 2 Ce=0.5 Ce=0.6~0.8 Ce=1 4) Abnormal Berthing Energy Abnormal impacts may occurs for various reasons - engine failure of ship, breakage of mooring or towing lines, sudden changes in weather or human error, the berthing energy will suddenly increased, it is suggested what there should be a safety factor Fs. then berthing Energy EA in abnormal berthing should be EA=FS.E, FS 2. Page 160 of 176

3. Fender System Selection After the effective berthing energy of ship is determined according to item 2, the selection of fender system shall be conducted in accordance with fenders performance (reaction force, energy absorption and deflection curve) which shall satisfy the following basic requirements: a. Energy absorption of selected fender system exceed effective impacting energy of ships. b. Reaction force of selected fender system is less than berthing structure allowable reaction force. c. Surface pressure of selected fender system is less than hull allowable surface pressure (to satisfy requirements by changing the sizes of front panel) d. When the ship berthing in slanting direction, the fenders will bear angular compression which resulted ix decreased energy absorption, therefore the fender performance shall be adjusted in according with the berthing angles while selecting fender system. e. The selected fender system shall be easy for installation and maintenance. f. The selected fender system shall satisfy the special requirements of adverse environment (such as high temperature, strong wind and wave etc.) and of abnormal berthing. g. The selected fender system shall be high performance/economic, free of maintenance or low maintenance ratio, that is the fender system shall be as cheap as possible in the investment, operation and maintenance procedure. 4. Fender Arrangement a. Vertical Orientation Arrangement The fender system arranged in vertical orientation shall satisfy the purpose of all types and sizes of ship berthing safely in all possible tide vary scope. The contact method of fender and ships are shown in the right figures. Page 161 of 176

b. Horizontal Orientation Arrangement The horizontal orientation spacing of fender depend upon the dock structure, berthing ship types and size and berthing conditions etc, the most important is to ensure the ship will not contact the structure between two fenders on normal berthing. The maximum fender spacing shall be calculated by the following formula: Where S = Max. fender spacing r = Bow radius h = Fender height in rated compression deflection The bow radius shall be determined by the following formula: 0.5 /2 /8 B- Ship Breadth L- Overall Length The equal spacing arrangement is adopted by most of the docks, the fender spacing are shown in the right table. Depth of Seawater Fender spacing along the dock 4~6 4~7 6~8 7~10 8~10 10~15 Page 162 of 176

Appendix Standard Size of Vessels Type of Vessel Tonnage Length (ton) DWT 300 42.0 600 54.3 700 58 1000 64 2000 81 3000 92 5000 109 GENERAL 8000 126 CARGO & 10000 137 ORE CARRIER 15000 153 30000 186 40000 201 50000 216 70000 235 90000 252 100000 259 150000 290 CONTAINER CARRIER OIL TANKER GAS CARRIER DWT 20000 30000 40000 50000 DWT 200 400 600 1000 2000 3000 5000 10000 15000 20000 30000 40000 50000 60000 70000 80000 GT 1000 2000 3000 5000 10000 15000 20000 30000 50000 201 237 263 280 31. 2 41. 4 48.9 61 77 88 104 130 148 162 185 204 219 232 244 255 70 87 99 117 145 165 181 206 242 Breadth 8.1 9.4 9.7 10.4 12.7 14.2 16.4 18.7 19.9 22.3 27.1 29. 4 31.5 33.8 37.2 38.7 45.0 27.1 30.7 33.5 35. 8 6.5 7.8 8.6 9.8 12. 2 13.8 16.2 20.1 22.8 24. 9 28.3 30.9 33.1 35.0 36.7 38.3 11.7 14.3 16.1 18.6 22.7 25.5 27.7 31.2 36.1 Depth 4.3 5.4 5.5 5.8 6.8 7.7 9.0 10.3 11.1 12.5 15.2 16.5 17.5 19.2 20.6 21.2 23.7 15.6 18.4 20.7 22.6 2.7 3.3 3.8 4.4 5.6 6.5 7.8 10.1 11.7 13.0 15.2 16.6 17.5 18.4 19.2 19.9 5.7 7.3 8.5 10.2 13.1 15.2 16.9 19.6 23.6 Full draft 3.2 3.6 3.7 4.2 4.9 5.7 6.8 8.0 8.5 9.3 10.9 11.7 12.4 13.4 14.2 15.8 17.5 10.6 11.6 12.4 13.0 2.5 3.1 3.5 4.0 5.0 5.6 6.5 8.0 9.0 9.8 10.9 11.8 12.7 13.6 14.3 14. 9 5.0 5.9 6. 6 7.5 9.0 10.2 11.0 12.0 13.5 Type of Vessel CAR CARRIER PASSENGER SHIP CAR FERRY SOIL & SAND CARRIER TUG BOAT Tonnage (ton) GT 700 1000 2000 3000 5000 6000 10000 15000 20000 GT 100 300 500 2000 3000 5000 8000 10000 15000 20000 30000 GT 300 500 900 1000 2000 3000 4000 6000 10000 13000 15000 DWT 200 300 500 DWT 100 200 300 DWT: Dead Weight Ton (ton) GT: Gross Ton (ton) Length 77 86 105 117 136 144 166 187 203 31.7 39.2 49.6 86 99 120 142 154 179 198 230 45.5 56.1 71.3 73 96 113 127 138 170 188 200 34.5 38.2 47.1 26.1 33.5 38.7 Breadth 12.8 14.1 17.1 19.1 22.0 23.1 26.6 29.8 32.2 6.8 8.0 9.9 13.2 14.7 16.9 19.2 20.4 22.8 24.7 27.5 10.5 12.3 14.0 14.3 17.1 18.9 20.2 22.4 25.4 27.1 28.1 8.6 9.4 10.2 7.6 9.0 10.0 Depth 6.9 8.0 10.7 12.7 15.8 17.1 21.2 25.1 28.4 2.6 3.1 3.8 6.4 7.6 9.5 11.6 12.9 14.7 16.1 18.3 3.3 3.7 4.3 9.4 10.7 11.5 12.2 13.2 14.5 15.3 15.7 3.3 3.7 4.9 3.3 4.0 4.4 Full draft 4.3 4.7 5.5 6.0 6.8 7.1 8.0 8.8 9.5 1.8 2.2 2.5 4.0 4.5 5.2 5.8 6.2 6.8 7.5 8.5 2.6 3.0 3.5 3. 4.4 4.9 5.3 5.9 6.5 6.7 6.9 2.7 3.0 3.6 2.5 3.1 3.5 Page 163 of 176

Size of Container Vessel Name of Vessel Gross Ton DWT (ton) Length Breadth Depth Draft Q ty of Containers (20 ) SL-TRADE 41127 27752 288 32 20.9 10.2 1096 Beishu-maru 23600 23650 212.5 30.0 16.3 10.5 1010 Hodaka-maru 21057 20400 196.0 27.6 16.6 10.5 839 Golden Arrow 16592 19090 188.0 25.2 15.3 10.7 853 Kashu-maru 16626 16044 188.0 25.7 15.3 9.4 732 America-maru 16405 15440 187.0 25.0 15.5 9.5 819 Hakone-mxru 16240 19636 187.0 26.0 15.5 10.5 824 Kurobe-maru 37845 23343 261.2 32.2 19.6 11.7 1826 New York-maru 38826 33287 263.0 32.2 19.6 11.5 1884 Hakozaki-maru 23670 19914 212.5 30.0 16.3 9.5 1178 Australia-maru 24044 23312 213.0 29.0 16.3 10.5 1168 Togo-maru 23300 24077 212.0 30.0 16.3 10.5 1012 TOKYO BAY 57000 49700 289.5 32.3 24.6 11.0 1838 Kamakura-maru 51500 28900 245.0 32.2 24.0 11.0 1850 Thames-maru 30073 33179 259.8 32.2 24.3 12.0 1950 Hakata-maru 30922 27203 218.5 31.2 18.9 11.2 1409 Symbols DWT: Dead Weight Ton (ton) Wsf: Displacement Ton at full loaded condition (ton) Wsb: Displacement Ton at ballast condition (ton) Loa: Overall Length B: Breadth D: Depth df: Full draft db: Ballast AF: Area of projection of the front of ship above water line at full loaded condition AFB: Area of projection of the front of ship above water line at full ballast condition AS1F: Area of projection of the side of ship above water line at full loaded condition A1B: Area of projection of the side of ship above water line at full ballast condition AS2F: Area of ship side below the draft line at full loaded condition AS2B: Area of ship side below the draft line at ballast condition Page 164 of 176

A. GENERAL FREIGHTERS B. OIL TANKERS Wsf 0.535 DWT 0.932 Wsf 2.118 DWT 0.950 Wsb 0.199 Wsf 1.084 Wsb 0.383 Wsf 1.018 Log Loa 0.799+0.328 log DWT Log Loa 0.808+0.309 log DWT Log B 0.192+0.272 log DWT Log B 0.050+0.309 log DWT Log D -0.267+0.321 log DWT Log D -0.387+0.339 log DWT Log d r -0.464+0.341 log DWT Log d r -0.321+0.299 log DWT d b 0.352 d 1.172 f d b 0.548 d 0.966 f A F 2.763 DWT 0.490 A F 2.666 DWT 0.478 A FB 3.017 DWT 0.510 A FB 2.485 DWT 0.517 A SIF 8.770 DWT 0.0496 A SIF 4.964 DWT 0.522 A SIB 9.641 DWT 0.533 A SIB 5.943 DWT 0.562 A S2F 3.495 DWT 0.608 A S2F 3.198 DWT 0.611 A S2B 1.404 DWT 0.627 A S2B 1.629 DWT 0.610 C. CONTAINER SHIPS D. ORE CARRIER Wsf 1.014 DWT 1.042 Wsf 1.687 DWT 0.969 Wsb 0.843 Wsf 0.955 Wsb 0.385 Wsf 1.023 Log Loa 0.612+0.383 log DWT Log Loa 0.926+0.296 log DWT Log B 0.120+0.301 log DWT Log B 0.026+0.310 log DWT Log D -0.620+0.414 log DWT Log D -0.199+0.304 log DWT Log d r -0.450+0.333 log DWT Log d r -0.267+0.288 log DWT d b 0.512 d 1.088 f d b 0.551 d 0.993 f A F 1.011 DWT 0.645 A F 1.971 DWT 0.510 A FB 1.163 DWT 0.645 A FB 1.967 DWT 0.538 A SIF 0.314 DWT 0.892 A SIF 4.390 DWT 0.548 A SIB 0.306 DWT 0.918 A SIB 5.171 DWT 0.580 A S2F 0.520 DWT 0.821 A S2F 2.723 DWT 0.625 A S2B 0.508 DWT 0.846 A S2B 1.351 DWT 0.633 E. GAS CARRIER F. CAR CARRIER Log Loa 0.877+0.317 log GT Log Loa 1.041+0.289 log GT Log B 0.188+0.288 log GT Log B 0.300+0.275 log GT Log D -0.366+0.363 log GT Log D -0.218+0.366 log GT Log d r -0.131+0.259 log GT Log d r -0.060+0.236 log GT G. PASSENGER SHIP H. CAR FERRY Wsf 1.215 DWT 0.992 Wsf 2.051 DWT 0.939 Wsb 0.895 Wsf 0.942 Wsb 0.875 Wsf 0.981 Log Loa 0.720+0.360 log GT Log Loa 0.649+0.393 log GT Log B 0.265+0.258 log GT Log B 0.343+0.261 log GT Log D -0.419+0.360 log GT Log D -0.422+0.375 log GT Log d r -0.420+0.294 log GT Log d r -0.317+0.280 log GT d b 0.927 d 0.893 f d b 0.847 d 0.973 f A F 1.543 DWT 0.585 A F 3.828 DWT 0.525 A FB 1.871 DWT 0.570 A FB 4.450 DWT 0.509 A SIF 3.183 DWT 0.697 A SIF 3.135 DWT 0.726 A SIB 3.835 DWT 0.634 A SIB 3.439 DWT 0.724 A S2F 0.940 DWT 0.774 A S2F 1.120 DWT 0.701 A S2B 0.751 DWT 0.773 A S2B 0.985 DWT 0.730 Page 165 of 176

GENERAL CARGO SHIP (In case of V=0.15 m/s) VESSEL DWT (ton) Loa Lpp B D d f DPT (ton) Cm BERTHING VELOCITY V (m/s) BERTHING ENERGY Ce=0.5 E (ton-m) Ce=0.7 E (ton-m) 300 42 38.1 8.1 4.3 3.2 516 2.218 0.150 0.66 0.92 600 54 49.6 9.4 5.4 3.6 984 2.051 0.150 1.16 1.62 700 58 53.1 9.7 5.5 3.7 1137 2.029 0.150 1.32 1.85 1000 64 58.7 10.4 5.8 4.2 1585 2.051 0.150 1.87 2.61 2000 81 74.7 12.7 6.8 4.9 3024 1.955 0.150 3.39 4.75 3000 92 85.1 14.2 7.7 5.7 4412 2.009 0.150 5.09 7.12 5000 109 101.3 16.4 9.0 6.8 7103 2.061 0.150 8.40 11.76 8000 126 117.5 18.7 10.3 8.0 11007 2.099 0.150 13.26 18.57 10000 137 128.0 19.9 11.1 8.5 13551 2.098 0.150 16.32 22.84 15000 153 143.3 22.3 12.5 9.3 19774 2.009 0.150 22.80 31.92 30000 186 175.0 27.1 15.2 10.9 37727 1.887 0.150 40.86 57.20 40000 201 189.5 29.4 16.5 11.7 49329 1.846 0.150 52.27 73.17 50000 216 204.0 31.5 17.5 12.4 60732 1.831 0.150 63.83 89.36 70000 235 222.4 33.8 19.2 13.4 83102 1.773 0.150 84.58 118.41 90000 252 238.8 37.2 20.6 14.2 105034 1.738 0.150 104.77 146.68 10000 259 245.6 38.7 21.2 15.8 115872 1.852 0.150 123.15 172.41 150000 290 275.8 45.0 23.7 17.5 169081 1.804 0.150 175.06 245.09 OIL TANKER (In case of V=0.15 m/s) VESSEL DWT (ton) Loa Lpp B D d f DPT (ton) Cm BERTHING VELOCITY V (m/s) BERTHING ENERGY Ce=0.5 E (ton-m) Ce=0.7 E (ton-m) 200 31 28.0 6.5 2.7 2.5 325 1.868 0.150 0.35 0.49 400 41 37.5 7.8 3.3 3.1 628 1.923 0.150 0.69 0.97 600 49 44.5 8.6 3.8 3.5 923 1.950 0.150 1.03 1.45 1000 61 55.8 9.8 4.4 4.0 1499 1.959 0.150 1.69 2.36 2000 77 70.9 12.2 5.6 5.0 2897 1.985 0.150 3.30 4.62 3000 88 81.3 13.8 6.5 5.6 4258 1.964 0.150 4.80 6.72 5000 104 96.6 16.2 7.8 6.5 6917 1.949 0.150 7.74 10.83 10000 130 121.4 20.1 10.1 8.0 13364 1.936 0.150 14.85 20.79 15000 148 138.7 22.8 11.7 9.0 19643 1.921 0.150 21.65 30.32 20000 162 152.2 24.9 13.0 9.8 25817 1.911 0.150 28.32 39.65 30000 185 174.4 28.3 15.2 10.9 37948 1.879 0.150 40.93 57.30 40000 204 192.9 30.9 16.6 11.8 49875 1.867 0.150 53.43 74.81 50000 219 207.5 33.1 17.5 12.7 61652 1.873 0.150 66.29 92.81 60000 232 220.1 35.0 18.4 13.6 73311 1.894 0.150 79.68 111.56 70000 244 231.8 36.7 19.2 14.3 84873 1.899 0.150 92.50 129.50 80000 255 242.6 38.3 19.9 14.9 96352 1.899 0.150 105.04 147.06 Page 166 of 176

CAR FERRY (In case of V=0.15 m/s) VESSEL BERTHING BERTHING ENERGY DWT Loa Lpp B D (ton) d f DPT (ton) VELOCITY Ce=0.5 Ce=0.7 Cm V (m/s) E (ton-m) E (ton-m) 300 46 41.1 10.5 3.3 2.6 434 2.028 0.150 0.51 0.71 500 56 50.8 12.3 3.7 3.0 702 2.049 0.150 0.83 1.16 900 71 64.9 14.0 4.3 3.5 1219 2.49 0.150 1.43 2.01 1000 73 66.4 14.3 9.4 3.7 1346 2.088 0.150 1.61 2.26 2000 96 87.8 17.1 10.7 4.4 2580 2.060 0.150 3.05 4.27 3000 113 103.6 18.9 11.5 4.9 3776 2.061 0.150 4.47 6.25 4000 127 116.7 20.2 12.2 5.3 4947 2.067 0.150 5.87 8.21 6000 138 127.0 22.4 13.2 5.9 7239 1.983 0.150 8.24 11.53 10000 170 157.0 25.4 14.5 6.5 11694 1.913 0.150 12.84 17.98 13000 188 174.0 27.1 15.3 6.7 14961 1.840 0.150 15.80 22.12 15000 200 185.3 28.1 15.7 6.9 17113 1.830 0.150 17.97 25.16 CONTAINER CARRIER (In case of V=0.15 m/s) VESSEL BERTHING BERTHING ENERGY DWT Loa Lpp B D (ton) d f DPT (ton) VELOCITY Ce=0.5 Ce=0.7 Cm V (m/s) E (ton-m) E (ton-m) 20000 201 186.5 27.1 15.6 10.6 30741 2.097 0.150 37.0 51.8 30000 237 221.5 30.7 18.4 11.6 46903 2.023 0.150 54.45 76.24 40000 263 246.9 33.5 20.7 12.4 63297 1.965 0.150 71.4 99.96 50000 280 263.6 35.8 22.6 13.0 79867 1.898 0.150 86.99 121.8 Symbols DWT: Dead Weight tonnage (ton) LOA: Overall length LPP: Length between perpendiculars B: Breadth D: Depth D f : Full draft DPT: Displacement tonnage (ton) Cm: Added mass coefficient Ce: Eccentricity coefficient Page 167 of 176

Front Panel Design 1. The main function of front panel is to distribute the reaction forces from fender units into the ship s hull, so the design to should be suit each individual berth. The loads and stress loads exert to front panel will depend on many factors---- the type of ship, berthing mode, characteristic of the rubber fender and tidal range etc. The design of front panel should meet the following requirements: 1.1. Resistance to bending moments and shear forces 1.2. Resistance to impact on part 1.3. There is no deflection on front panel and face pad during the compression 1.4. Suitable corrosion protection for intended environment 2. The type of the structure of front panel There are two types: open type and closed type. Regarding the open type, it is consist of steel pad, H steel and across steel.closed type are consist of steel pad, back steel and H steel. 3. The determination of the dimension of the structure of the front panel: The following requirement should be met in the design. P= (KN/m 2 ) Where P= Hull Pressure P= The sum of maximum reaction force of all fender (KN) A1= Valid width of front panel B1=Valid length of front panel Py= Hull allowable surface pressure (KN/m 2 ) Therefore if the allowable surface is known, the dimension of the front panel can be determined. Page 168 of 176

4. The allowed hull pressure can be obtained from the following table if it s not available in design Ship pattern Allowed hull pressure General oil tanker 250~350 KN/m 2 ULCC VLCC Coastal tanker 150~250 KN/m 2 Bulk Ship 150~250 KN/m 2 Panamax Container Ships 300~400 KN/m 2 Sub-Panamax Container Ships 400~500 KN/m 2 General cargo ship 300~600 KN/m 2 Gas Carrier 100~200 KN/m 2 Face Pads Design 1. Type There are two types of Pads: One is flat pads, the other is corner pad, which are assembled as shown in right figure 2. Specification Type Specification (length width) (mm) (Thickness 30mm or 40mm) Flat Pad 500 500 600 600 600 450 600 300 450 450 300 300 etc Corner Pad 500 220 600 220 300 220 450 220 380 220 etc Page 169 of 176

3. Material Ultra High Molecular Weight Polyethylene (UHMW-PE) or Nylon Resin are chosen as the material for face pads whose performance are shown in the following tables. Physical Performance Physical Performance Material Density Elongation at Break % Tensile Strength MPa Abrasion Rate Friction Factor Yield Strength MPa Compression Strength MPa Resistance of Shocks Kg/cm Youngs Modulus Kg/cm 2 Nylon Resin PE Resin 1.15 20 68.6 0.3 0.2 98 88.2 200 26000 0.9~1.00 20 24.5 0.5 0.2 19.6 19.6 75 5600~10500 Chain Design 1. There is three types of chains in fender system: tension chain, weight chain and shear chain. 1.1 The main function of tension chain: protect the fender from the damage while under local compression. 1.2 The main function of weight chain is to support the weight of front panel and face panel. 1.3 The main function of shear chain is to protect the fender from damage while in shear deflection. Page 170 of 176

2. The following items should be noted in chain design. 2.1. The chain dimension should be as exact as possible, not too loose or too tight. 2.2. The chain cannot be twisted as this reduces the load capacity. 2.3. Open link is preferred. 2.4. The initial (static) angle of the chain is important. Normally weight chains are set at a static angle of 15-25oto vertical and shear chains are set 20-30 to the horizontal. Any failure will cause the chain ineffective. 2.5. All the chains must be with safety factors which should be 2-3 times of the work load. 2.6. Shackle Selection The dimension of the shackle is usually the same as the dimension of the chain, but if the shackle is required to bear the same load with the chain, then thicker shackle is preferred. Selection & Calculation of Chain.. 9.81... Where Ø 1 = Static angle of chain (degrees) h 1 = Static offset between brackets L= Bearing length of chain h 2 =Dynamic offset between brackets at F D= Fender compression Ø 2 = Dynamic angle of chain (degrees) LW= Safe Working Load of chain (tone) µ= Friction coefficient of face pad material = 0.15 for UHMW-PE facings, typically x=combined reaction of all rubber fenders (kn) n=number of chains acting together Lb=Minimum Breaking Load of chain (tone) Fs=Factor of safety = 2~3 (typically) Page 171 of 176

Rubber Performance Fenders are manufactured from the high quality nature rubber and other styrene Butadiene SBR based compounds to satisfy various performance requirements. Other special rubber is also available upon customer's special requirements, the main performance index are shown as below: No. Property Testing Standard Standard Value 1 TENSILE STRENTH GB/T528,I; ASTM D412 DieC;ISO37; Din 53504 AS 1180.2;BS903.A2;JIS K6301 Item 3,Dumbell3 16 MPa 2 ELONGATION AT BREAK GB/T528,I;ASTM D412 DieC;ISO37;Din 53504 AS 1180.2;BS903.A2;JIS K6301 Item 3,Dumbell3 300% 3 COMPRESSION SET GB/T7759,I;ASTM D395;ISO815; Din 53517 (70 C,22h,20%) AS 1683.13B; BS903.A6;JIS K6301 Item 10 30% 4 HARDNESS (SHORE A) GB/T531,;ASTM D2240; ISO815;Din 53505 82 AS 1683.15.2;BS903.A26;JIS K6301 Item 5A Tester DEGREE GB/T529,Crescent Test Piece; ASTM D624; ISO 5 TEAR RESISTANCE Die B 34.1;Din 53507 AS 1683.12;BS903.A3;JIS K6301 Item 9A Test Piece A 70N/mm 6 OZONE RESISTANCE (50pphm at 4 C at 20% strain at for 96 hours) GB/T13642; ASTM D1149; ISO34.1; Din 53509 AS 1683.24;BS903.A3; No cracking visible by eye 7 ABRASION RESISTANCE (Method B 1000 Revolutions) GB9867; Bx903.A9; DIN53516 0.5 CC 8 BOND STRENGTH OF STEEL TO RUBBLE Method B HG4-854; BS903.A21 7N/mm (70O C, 96h VARIATION RATIO OF TENSILE STRENGTH GB/T3512; ASTM D412 DieC;ISO37;Din 53504 AS 1180.2;BS903.A19;JIS K6301 Item 3,Dumbell 3 20% 9 HOT AIR VARIATION RATIO AGING) OF ELONGATION AT GB/T3512;ASTM D41x DieC;ISO37;Din 53504 AS 1180.2;BS903.A19;JIS K6301 Item 3,Dumxell 3 20% BREAK Note: Other rubber performance can be manufactured upon user s request. Page 172 of 176

Fender Performance Testing The fender performance is determined by the absorbed energy and max. reaction force in the procedure when the fender is compressed to the rated deflection. In the performance testing procedure, the rubber fender is under direct force vertical to the fender surface, the compression speed shall be 2-8cm/min repeating three times. Unless otherwise specified, the deflection and reaction force shall be record to the nearest value to 1mm and 1.0KN (0.1ton) The unit of energy absorption is KN-m (ton-m), determined by calculation of reaction force in rated deflection/defection curve. The performance value of fender shall take the mean value of the 2nd and 3rd testing result. In the testing results, it is preferred that the energy absorption value shall be greater than the required energy absorption value with 10% deducted, the reaction force value shall be lower than the required reaction force value with 10% added. Record the in-house temperature in the testing The Tolerance of Fender Dimension The tolerance of fender dimension shall meet the following Requirements Name Length Width Height +4% +4% +4% Tolerance -2% -2% -2% 2 The dimension tolerance of bolt holes shall meet the following requirements. Name Diameter Hole Pitch Tolerance ±2mm ±4mm 3 Sampling All the taken sample, material testing, size and sampling number shall meet table 3. Tested item Material Size Specification Sample Quantity To take one set from the compound used to make fenders All the fender Take one piece in ten Re-testing In the case that the sample fail to meet the specified requirements in the material testing, two other additional samples shall be taken for testing. The selected samples shall meet specified requirements and the testing results must satisfy all requirements. In performance and dimensions testing, any sample fail to meet the requirements listed in table 2, table 3 and table 4, then sampling shall be 1 in 10 fenders (excluded the non-conformance fender). If any further sample does not satisfy the specifications, all remaining products shall be tested. Page 173 of 176

Unit Conversion Table VELOCITY m/s km/h ft/s mph knot 1 m/s= 1 3.600 3.281 2.237 1.944 1 km/h= 0.2778 1 0.9114 0.6214 0.5400 1 ft/s= 0.3048 1.0972 1 0.6818 0.5925 1 mph= 0.4470 1.6093 1.4667 1 0.8690 1 knot= 0.5144 1.8518 1.6877 1.1507 1 FORCE 1=kN=0.2248 kipf 1 kipf=4.449 kn ENERGY ABSORPTION 1 knm (kj) 1 knm (kj) = 1 1 tonne-m= 9.807 1 ft.kip= 1.356 AREA m 2 Inch 2 1 m 2 = 1 1550 1 in 2 = 0.000645 1 1 ft 2 = 0.0929 144 1 yd 2 = 0.8361 1296 Friction Coefficient Material Friction Coefficient (µ) UHMW-PE to Steel (wet) 0.10 UHMW-PE to Steel (dry) 0.10~0.15 HD-PE to Steel 0.20~0.25 Rubber to Steel 0.50~1.00 Timber to Steel 0.30~0.50 International Steel Material Comparison List No China GB Germany DIN France NF International Japan Sweden British America Standard JTS SS BS ASTM Organization ISO 1 Q235A S235JR S235JR SS400 S235JR A570Gr Fe360A 1311 (ST37-2) (E24-2) (SS441) (E24-2).A 2 Q255A A 709M St44-2 E28-2 - SM400A 1412 43B Gr.36 3 45 C45E C45E Ck45 XC48 C45E4 S45C 1660 1045 4 35CrMo 34CrMo4 35CD4 34CrMo4 SCM435 2234 708A37 4135 5 20Mn 21Mn4 20Mn5 - SBC490 1434 080A20 1022 6 0Cr19Ni9 X5CrNi18 10 Z6CNi18.09 11 SUS304 2332 304 304S15 2333 304H 7 X5CrNiMo17 12 2 Z6CND17.11 20 2347 316S16 0Cr17Ni12Mo2 SUS316 X5CrNiMo17 13 3 Z6CND17.12 20a 2343 316S31 316 Page 174 of 176

Fender System Design Condition VESSEL BERTHING CONDITION BERTH Other Requirement Maximum Vessel Minimum Vessel 1. Container Ship 1. Container Ship Note Vessel Type 2. Oil Tanker 2. Oil Tanker 3. Ore Carrier 3. Ore Carrier For other vessel please specify 4. Cargo Ship 4. Cargo Ship Gross ton G.T. Dead Weight Ton D.W.T. Displacement ton T. Length (L) m ft Width (W) m ft Depth (D) m ft Full Draft (d) m ft E Energy ton-m ft-kip Speed M/S ft/s Face Pressure ton/s 2 kip/ft 2 Safety Factor, SF Horizontal Angle Degree Vessel Flare Angle Degree Vessel Roll (+) Angle Degree Vessel max. belt size mm (eg, R200300) Soft belt or soft object Assume No if not filled Low Contact YES NO Berthing Method 1/4 POINT OR OTHER CONTINUOUS WHARF NEW WHARF CONCRETE OPEN STYLE Structure DOLPHIN EXISTING WHARF STEEL GRAVETY FLEXIBLE PILE Tidal Level-H.W.L m ft Tidal Level-H.W.L m ft Structure Elevation-Zenith m ft Structure Elevation-Nadir m ft Fender Spacing m ft Allowed R.F. tf kips kn Max. Projection m ft Specified Fender (If any) Note: The specifications and types of our company s products stated in the catalogue are for reference only, and are subject to change without advice. May customers kindly please understand us, and the specifications and types of the ordered products should in accordance with our company s final designing drawing. Page 175 of 176

RUBBER FENDER Page 176 of 176