Marine Fender Catalogue

Marine Fender Catalogue
MARINE FENDER SYSTEMS
Contents
CONTENTS ................................................................................................................................................................... …….i
1. INTRODUCTION ........................................................................................................................................... 1
BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW
2. QUALITY CONTROL .................................................................................................................................... 3
3. HYPER CELL FENDER (HC) ........................................................................................................................ 4
HYPER CELL FENDER PERFORMANCE
HYPER CELL FENDER GENERIC PERFORMANCE CURVE
HYPER CELL FENDER DIMENSIONS
HYPER CELL FENDER FIXING BOLT LOCATIONS
4. SUPER CELL FENDER (SUC) ..................................................................................................................... 9
SUPER CELL FENDER PERFORMANCE
SUPER CELL FENDER GENERIC PERFORMANCE CURVE
SUPER CELL FENDER DIMENSIONS
SUPER CELL FENDER FIXING BOLT LOCATIONS
5. DYNA ARCH FENDER (DA) ....................................................................................................................... 14
DYNA ARCH FENDER PERFORMANCE
DYNA ARCH FENDER GENERIC PERFORMANCE CURVE
DYNA ARCH FENDER DIMENSIONS
DYNA ARCH FENDER FIXING BOLT LOCATIONS
6. SUPER ARCH FENDER (SA) ..................................................................................................................... 24
SUPER ARCH FENDER PERFORMANCE
SUPER ARCH FENDER GENERIC PERFORMANCE CURVE
SUPER ARCH FENDER DIMENSIONS
SUPER ARCH FENDER FIXING BOLT LOCATIONS
7. SMALL CRAFT FENDERS ......................................................................................................................... 26
CYLINDRICAL FENDER (CY)
CYLINDRICAL FENDER DIMENSION
SUPER TURTLE FENDER (ST150H/ST200H)
TURTLE FENDER (T100H/T130H)
SEAL FENDER (S100H/S130H)
SUPER ARCH CORNER FENDER (C-SA)
W FENDER (W230H)
WHARF HEAD PROTECTOR (HT20H)
SAFETY RUBBER LADDER (SL150H, SL200H, SL250H)
8. THE ACCESSORIES OF FENDER SYSTEM ............................................................................................. 35
FENDER PANEL
FRONTAL PADS AND FIXINGS
ANCHORS AND FRAME FIXINGS
CHAIN SYSTEM AND CHAIN FIXING ANCHOR
ACCESSORIES MATERIAL SPECIFICATIONS
9. MARINE FENDER DESIGN GUILDELINE.................................................................................................. 42
MARINE FENDER DESIGN FLOW CHART
DEFINITIONS OF VESSEL PARAMETERS
BERTHING ENERGY CALCULATIONS
BERTHING VELOCITY
MASS COEFFICIENT (Cm)
ECCENTRICITY FACTOR (Ce)
SOFTNESS COEFFICIENT (Cs)
CONFIGURATION COEFFICIENT (Cc)
FACTOR OF ABNORMAL BERTHING
CASE STUDY: FENDER SELECTION
MULTIPLE-FENDER-CONTACT AND FENDER PITCH
DESIGN BY BERTH CONSIDERATIONS
DESIGN BY VESSEL CONSIDERATIONS
FENDER PANEL DESIGN
CHAIN SYSTEM DESIGN
FIXINGS AND ANCHORS DESIGN
10. RESEARCH, DEVELOPMENT AND TESTING FACILITIES ...................................................................... 59
FINITE ELEMENTS ANALYSIS (FEA)
TESTING FACILITIES
11. MARINE FENDER VERIFICATION ............................................................................................................. 62
PHYSICAL PROPERTY OF RUBBER
FENDER PERFORMANCE TEST
DIMENSIONAL TOLERANCES
APPENDIX ............................................................................................................................................................ 64
TABLE OF VESSEL DATA
UNIT CONVERSION TABLE
LIST OF REFERENCE
DISCLAIMER
i
1. INTRODUCTION
“Serving Society with Superior Quality”
On this basis, Bridgestone has established its presence over 150 markets and has about 180
manufacturing facilities worldwide. Founded in 1931 by Shojiro Ishibashi, Bridgestone Corporation
Ltd. emphasizes on giving the best quality to the customers. Being a tire-maker company,
Bridgestone also manufactures a diverse range of industrial products and chemical products.
One of the strong areas in the industrial rubber fields, which Bridgestone has stamped its presence, is
Marine Fender. With the performance of marine fenders scientifically evaluated, combined with severe
quality control as in ISO9001 and PIANC (Permanent International Association of Navigation
Congresses) and technical back-up services.
Marine fenders have been an indispensable product at various port facilities throughout the world. The
demand for good and reliable quality fender systems is ever increasing. For more than 50 years,
Bridgestone has played an important role to provide high quality marine fender systems to ports
worldwide. With its state-of-the-art facilities and continuous investment in research and development
work, Bridgestone diligently innovates and searches for the best fendering solutions. From cylindrical
fenders to the advanced cell series fenders, Bridgestone prides itself for being able to bring genuine
and value-added technology to its clients.
© Copyright 2011 Bridgestone Corporation 1

BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW
Energy Absorption
Type of Fender Capacity Typical Applications
(kN-m)
Hyper Cell (HC)

• Container Berth
• Oil and Gas Berth
• General Cargo Berth
22.4 to 1790
• Ore Berth
• Ro-Ro Berth
• Shipyard
Super Cell (SUC)

• Container Berth
• Oil and Gas Berth
9.80 to 7470
• Ore Berth
• Ro-Ro Berth
• Shipyard
Dyna Arch (DA)

(DA-A/ DA-B/ DA-S) • Container Berth
15.1 to 343
• Ro-Ro Berth
• Shipyard
Super Arch (SA)

• Fishing Port
5.68 to 10.10 • Yacht Harbor
• Barge Berth
Small Craft Fender
- Cylindrical Fender • Fishing Port

- Super Turtle Fender • Yacht Harbor Cylindrical
- Turtle Fender For Protection Safety Rubber
- Sealed Fender
• Barge Berth Ladder (SL) Fender (CY)
- W Fender • General Cargo Berth

- Wharf Head Protector
- Safety Rubber Ladder
- Super Arch Corner
Super Arch Corner (C-SA)

2. QUALITY CONTROL
Bridgestone fenders are well known for their quality. Being the largest rubber-based company,
Bridgestone understands rubber better than anyone else and leverages its expertise in rubber
technology in marine fender systems. Bridgestone fenders are one of the original and most-trusted
brands in the world. Equipped with world-class testing facilities and the most stringent testing
procedures, Bridgestone fenders give you peace of mind wherever vessels berth.
High durability and excellent quality are synonymous with Bridgestone fenders. This is well supported
by impressive results of durability testing on our Super Cell (SUC) and Hyper Cell (HC) fenders.
We can meet the rigorous requirements of PIANC. Moreover, Bridgestone fender is made from the
finest and highest quality of natural rubber at ISO9001-certified manufacturing plants.
Being a market leader in fendering solutions, Bridgestone has over 50 years of proven installations
and has become the fender of choice.

3. HYPER CELL FENDER (HC)

The Hyper Cell fender is the highest evolution of the original Bridgestone cell series fenders
introduced in 1969. Analytically designed, Hyper Cell fenders have a very complex shape, making the
energy absorption and reaction force ratio effectively higher than Super Cell fenders of the same size.
Advanced materials, cutting-edge technology and advanced testing facilities play a pivotal role in the
success of the Hyper Cell fender.
Since 1996, Hyper Cell fenders have been in service at ports around the world. Specifically, Hyper
Cell fenders are very popular at Container Terminals due to its durability and performance.
Similar to Super Cell fenders, Hyper Cell fenders are typically designed with fender panels to allow for
better distribution of stress across the hull surface.
The 50 years of experience in fendering solutions certainly help make Hyper Cell a better product.
FEATURES OF HYPER CELL FENDERS
• High energy absorption with relatively low reaction

force
• Excellent multi-directional angular performance
• High durability as the internal stresses are dispersed
throughout the fender body
• High allowable static load of fenders
• Close to 15 years of proven supply records
• Ease of installation
Hyper Cell fenders FEA model of Hyper Cell fender

HYPER CELL FENDER PERFORMANCE
70.0% (J1, J2 & J3 Deflection)
Performance
67.5% (J4 Deflection)
Grade
Fender
Size Reaction Energy
Force Absorption
(kN) (kN-m)
J1 100 22.4
J2 126 28.0
HC400H
J3 157 35.0
J4 196 41.6
J1 226 75.6
J2 283 94.5
HC600H
J3 353 118
J4 441 141
J1 308 120
J2 385 150
HC700H
J3 481 188
J4 601 223
J1 402 179
J2 502 224
HC800H
J3 628 280
J4 785 333
J1 509 255
J2 636 319
HC900H
J3 795 399
J4 993 474
J1 628 350
J2 785 438
HC1000H
J3 981 547
J4 1230 651
J1 830 533
J2 1040 666
HC1150H
J3 1300 832
J4 1620 990
J1 1060 769
J2 1330 962
HC1300H
J3 1660 1200
J4 2070 1430
J1 1230 961
J2 1540 1200
HC1400H
J3 1920 1500
J4 2400 1790
Note:
1. Optional intermediate performance grade with performance characteristic of -5%, -10% and -15% are available upon
request (except for performance grade J1).
2. Performance data is based on having mount height equal to 0.15 times of fender height in place on top of the fender.
3. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption.

HYPER CELL FENDER GENERIC PERFORMANCE CURVE
TABLE OF ANGULAR PERFORMANCE
Compression Angle (Degrees) 0 3 5 6 7 10 15 20
Performance Grades J1, J2 & J3
Center
70.00 69.59 69.21 69.06 68.71 67.26 64.77 61.73
Deflection (%)
Reaction Force
equivalent to that Reaction
1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
of 70.0% Force
normal deflection
Energy
1.000 0.997 0.995 0.995 0.992 0.973 0.929 0.872
Absorption
Performance Grade J4
Center
67.5 66.9 66.4 66.2 66.0 65.1 63.2 60.4
Deflection (%)
Reaction Force
equivalent to that Reaction
1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
of 67.5% Force
normal deflection
Energy
1.000 0.992 0.986 0.984 0.983 0.972 0.932 0.870
Absorption
Note:
1. Fender performance is reduced on angular compression.
2. The table above shows the energy capacity of fenders at different compression angles.

HYPER CELL FENDER DIMENSIONS
Md1 d2
Fender (performance (performance
H D1 D2 A1 A2 grade dependent) grade dependent) N T t
Size
J1 J2 J3 J4 J1 J2 J3 J4
HC400H 400 340 640 260 560 M16 28 4 (6)* 21 21

HC600H 600 510 900 390 810 M24 M24 30 30 6 27 21
HC700H 700 595 1050 455 945 M24 M24 30 30 6 31.5 25
HC800H 800 680 1200 520 1080 M27 M27 35 35 6 36 27
HC900H 900 765 1350 585 1215 M27 M30 35 38 6 40.5 30
HC1000H 1000 850 1500 650 1350 M30 M36 38 44 6 45 33
HC1150H 1150 977.5 1725 750 1550 M36 M42 44 50 6 51.8 36
HC1300H 1300 1105 1950 845 1755 M36 M42 46 52 8 58.5 39
HC1400H 1400 1190 2100 910 1890 M36 M42 46 52 8 63 39
Note:
1. *HC400H fender has a combination of 4-M22 and 6-M16 for fender fixings and frame fixings respectively.
2. All units in mm unless otherwise stated.
FENDER BODY APPROXIMATE MASS
Fender Size Approximate Mass (kg)
HC400H 72
HC600H 221
HC700H 349
HC800H 520
HC900H 754
HC1000H 1033
HC1150H 1562
HC1300H 2223
HC1400H 2724

HYPER CELL FENDER FIXING BOLT LOCATIONS
Md
Fender (performance grade dependant) N A P1 P2
Size
J1 J2 J3 J4
HC400H M22 4 560 396 396
HC600H M24 6 810 405 701
HC700H M24 6 945 473 818
HC800H M27 6 1080 540 935
HC900H M27 M30 6 1215 608 1052
HC1000H M30 M36 6 1350 675 1169
HC1150H M36 M42 6 1550 775 1342
HC1300H M36 M42 8 1755 672 1241
HC1400H M36 M42 8 1890 723 1336
Note:
1. All units are in mm unless otherwise stated.
2. Generally, case 2 bolt pattern is frequently used as it requires less concrete height
compared to case 1 bolt pattern whilst case 1 bolt pattern requires less concrete width.

4. SUPER CELL FENDER (SUC)

Originating from the cell series fenders first introduced in 1969, Bridgestone Super Cell fenders have
stood the test of time. To date, over hundreds of thousands of Super Cell fenders have been in
service at ports in more than 50 countries, greatly contributing to the economical design of marine
facilities. From the smallest SUC400H to the world's largest SUC3000H, Super Cell fenders cater for
almost all fendering needs at ports around the world.
Bridgestone Super Cell fenders are unique, having an effectively high energy absorption to reaction
force ratio as one of its salient features. They are cylindrical in shape with two steel mounting plates
permanently bonded to both ends of the main rubber column during vulcanization.
Super Cell fenders are typically fitted with fender panels to obtain a wide contact area on contact with
the vessel, thus reducing pressure against the vessel hull as much as required.
FEATURES OF SUPER CELL FENDERS
• High energy absorption with relatively low reaction force

• Excellent multi-directional angular performance
• High durability as the internal stresses are dispersed throughout the fender body
• Wide range of sizes (Up to SUC3000H)
Super Cell Fenders

SUPER CELL FENDER PERFORMANCE

52.5% 52.5%
Performance
Performance
(Rated Deflection) (Rated Deflection)
Grade
Grade
Fender Fender
Size Reaction Energy Size Reaction Energy
Force Absorption Force Absorption
(kN) (kN-m) (kN) (kN-m)
R1 55.9 9.80 R1 734 467
R0 69.8 12.3 R0 918 584
SUC400H RH 90.8 15.9 SUC1450H RH 1200 764
RS 105 18.4 RS 1370 872
RE 118 20.7 RE 1550 987
R1 87.3 19.2 R1 894 628
R0 109 23.9 R0 1120 787
SUC500H RH 142 31.2 SUC1600H RH 1450 1020
RS 164 36.0 RS 1680 1180
RE 184 40.4 RE 1890 1330
R1 138 38.2 R1 1010 754
R0 174 48.1 R0 1270 948
SUC630H RH 226 62.5 SUC1700H RH 1640 1220
RS 260 71.9 RS 1890 1410
RE 292 80.8 RE 2130 1590
R1 224 78.7 R1 1390 1220
R0 280 98.3 R0 1750 1540
SUC800H RH 363 127 SUC2000H RH 2270 1990
RS 419 147 RS 2620 2300
RE 472 166 RE 2950 2590
R1 349 153 R1 2090 2060
R0 437 192 R0 2450 2420
SUC1000H RH 568 249 SUC2250H RH 3190 3150
RS 655 288 RS 3680 3630
RE 738 324 RE 4150 4100
R1 462 233 R1 2570 2820
R0 578 292 R0 3030 3330
SUC1150H RH 750 379 SUC2500H RH 3930 4310
RS 866 437 RS 4540 4980
RE 976 493 RE 5120 5620
R1 545 299 R1 3710 4890
R0 682 374 R0 4370 5750
SUC1250H RH 887 487 SUC3000H RH 5670 7470
RS 1020 560 RS - -
RE 1160 637 RE - -
Note:
1. Optional intermediate performance grade with performance characteristic of ±10% are available upon request.
(Except –10% for lowest performance grade and +10% for highest performance grade).

SUPER CELL FENDER GENERIC PERFORMANCE CURVE
TABLE OF ANGULAR PERFORMANCE
Compression Angle (Degree) 0 3 5 6 7 10 15 20
Center
52.5 51.9 51.3 50.8 50.3 48.8 45.5 41.3
Deflection (%)
Reaction Force
equivalent to that
Reaction Force 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000
of 52.5%
normal deflection
Energy
1.000 0.977 0.950 0.936 0.922 0.883 0.801 0.652
Absorption
Note:
1. Fender performance is reduced on angular compression.
2. The table above shows the energy capacity of fender at different compression angles.
Finite Element Model of Super Cell fender

SUPER CELL FENDER DIMENSIONS
d Approx.
Fender (performance grade dependent)
H D A N T Mass
Size
R1 R0 RH RS RE (kg)
SUC400H 400 650 550 4 30 30 17 75
SUC500H 500 650 550 4 28 28 18 100
SUC630H 630 840 700 4 28 30 25 210
SUC800H 800 1050 900 6 28 30 30 405
SUC1000H 1000 1300 1100 6 35 39 35 765
SUC1150H 1150 1500 1300 6 40 44 37 1155
SUC1250H 1250 1650 1450 6 39 44 40 1495
SUC1450H 1450 1850 1650 6 47 53 42 2165
SUC1600H 1600 2000 1800 8 46 53 45 2885
SUC1700H 1700 2100 1900 8 46 52 50 3495
SUC2000H 2000 2200 2000 8 53 58 50 4835
SUC2250H 2250 2550 2300 10 60 66 57 7180
SUC2500H 2500 2950 2700 10 60 68 75 10500
3350 3150 100

SUC3000H 3000 12 70 - 17100
3500 3250 (t = 75)
Note:

SUPER CELL FENDER FIXING BOLT LOCATIONS
Md
Fender (performance grade dependent)
N A P1 P2 P3 P4 P5
Size
R1 R0 RH RS RE
SUC400H 4 M22 M22 550 389 - - - -
SUC500H 4 M22 M22 550 389 - - - -
SUC630H 4 M22 M24 700 495 - - - -
SUC800H 6 M22 M24 900 450 779 - - -
SUC1000H 6 M27 M30 1100 550 953 - - -
SUC1150H 6 M30 M36 1300 650 1126 - - -
SUC1250H 6 M30 M36 1450 725 1256 - - -
SUC1450H 6 M36 M42 1650 825 1429 - - -
SUC1600H 8 M36 M42 1800 689 1273 1663 - -
SUC1700H 8 M36 M42 1900 727 1344 1755 - -
SUC2000H 8 M42 M48 2000 765 1414 1848 - -
SUC2250H 10 M48 M56 2300 711 1352 1861 2187 -
SUC2500H 10 M48 M56 2700 834 1587 2184 2568 -
3150 815 1575 2227 2728 3043

SUC3000H 12 M56 -
3250 841 1625 2298 2815 3139
Note:
1. All units are in mm unless otherwise stated.
2. Generally, case 2 bolt pattern is frequently used as it requires less concrete height
compared to case 1 bolt pattern whilst case 1 bolt pattern requires less concrete width.

5. DYNA ARCH FENDER (DA)

Dyna Arch Fender was first introduced in 1984. This V shape fender offers higher performance than
the conventional V-Type fenders including Super M and Super Arch Fenders. Dyna Arch Fenders are
particularly suitable for small harbour and applications where vessel projections are encountered
during berthing. Its unique application utilizes both the assembly of frontal pads and fender panels.
The Dyna Arch Fenders are available in three (3) types to enable a port owner or engineer to make
the most suitable selection.
1) Without frontal pads (Type A or known as DA-A Fender)
2) With frontal pads and fender panel (Type B or known as DA-B Fender)
3) With frontal pads bonded to the fender (Type S or known as DA-S Fender)
FEATURES OF DYNA ARCH FENDER
• High energy absorption with relatively

low reaction force compared to other
conventional V-type fenders
• High durability as the internal stresses are dispersed throughout the fender body
• Wide selection of sizes, length and energy capacities
• Proven supply records of more than 20 years
Dyna Arch (Type A) fenders

DYNA ARCH TYPE A FENDER (DA-A)

• The shape of Dyna Arch Fender has been optimized using FEM design analysis
• Internal stresses are dispersed throughout the fender body
DYNA ARCH TYPE B FENDER (DA-B)

• Variable fender panel sizes to meet the allowable pressure requirement
• Reduce friction imposed on the hull body
P-Type DA-B □ Fenders designed with frontal pads
I-Type DA-B □ Fenders designed with frontal pads

and intermediate frame
F-Type DA-B □ Fenders designed with

frontal pads and fender panel
DYNA ARCH TYPE S FENDER (DA-S)

• Superior bonding between the pad (UHMW) and the rubber body
• Reduce friction imposed on the hull body
• Use of the entire pad thickness

DYNA ARCH FENDER PERFORMANCE
Dyna Arch Fender: Type A Type B / Type S

52.5% 47.5%
Performance
Performance
(Rated Deflection) (Rated Deflection)
Grade
Fender Fender
Grade
Size Reaction Energy Size Reaction Energy
Force Absorption Force Absorption
(kN) (kN-m) (kN) (kN-m)
M3 143 15.1 M3 143 13.4
DA-B250H
DA-A250H M2 169 17.8 M2 169 15.9
DA-S250H
M1 204 21.5 M1 204 19.2
M3 172 21.7 M3 172 19.4
DA-B300H
DA-A300H M2 202 25.5 M2 202 22.9
DA-S300H
M1 245 30.9 M1 245 27.7
M3 230 38.6 M3 230 34.5
DA-B400H
DA-A400H M2 270 45.4 M2 270 40.6
DA-S400H
M1 327 54.9 M1 327 49.1
M3 286 60.2 M3 286 54.0
DA-B500H
DA-A500H M2 337 70.9 M2 337 63.5
DA-S500H
M1 408 85.7 M1 408 76.7
M3 344 86.8 M3 344 77.6
DA-B600H
DA-A600H M2 405 102 M2 405 91.3
DA-S600H
M1 490 124 M1 490 111
M3 459 154 M3 459 138
DA-B800H
DA-A800H M2 540 181 M2 540 163
DA-S800H
M1 653 220 M1 653 196
M3 574 241 M3 574 216
DA-B1000H
DA-A1000H M2 675 284 M2 675 254
DA-S1000H
M1 816 343 M1 816 307
Note:
2. Fender performance is on per meter length basis.

DYNA ARCH FENDER GENERIC PERFORMANCE CURVE
FEM Analysis and Testing Verification for Dyna Arch Fender

DYNA ARCH FENDER DIMENSIONS
Dyna Arch A Type (DA-A) Fender Dimension
k
(performance grade Approx.
Fender
H A W1 W2 F e f dependant) T t Mass
Size
(kg/m)
M3 M2 M1
250H 250 410 187.5 500 162.5 90 125 26 28 27.5 24 90
300H 300 490 225 600 195 105 140 28 31 33 26 125
400H 400 670 300 800 260 120 165 32 35 40 30 215
500H 500 840 375 1000 325 140 180 35 41 45 33 340
600H 600 1010 450 1200 390 160 195 35 41 54 36 500
800H 800 1340 600 1600 520 260 270 47 53 72 48 895
1000H 1000 1680 750 2000 650 300 290 49 55 90 52 1430
Note:
2. The approximate mass of fender is based on both ends tapered.

Dyna Arch B Type (DA-B) Fender Dimension
k (performance
grade Approx.
Fender
H A W1 W2 F e f dependant) T t S Md Mass
Size
(kg/m)
M3 M2 M1
250H 250 410 187.5 500 162.5 90 125 26 28 27.5 24 125 M20 105
300H 300 490 225 600 195 105 140 28 31 33 26 150 M22 145
400H 400 670 300 800 260 120 165 32 35 40 30 180 M24 240
500H 500 840 375 1000 325 140 180 35 41 45 33 250 M27 360
600H 600 1010 450 1200 390 160 195 35 41 54 36 300 M30 520
800H 800 1340 600 1600 520 260 270 47 53 72 48 440 M36 885
1000H 1000 1680 750 2000 650 300 290 49 55 90 52 560 M42 1350
Note:
2. The approximate mass of fender is based on both ends straight.
Dyna Arch B Type (DA-B) Frame Fixings Pitches
Fender Length, L1
Dyna Arch Fender
(Type B)
1000 1500 2000 2500 3000 3500
N 8 12 16 20 24 28
c1 125
p1 250
n1 3 5 7 9 11 13

Dyna Arch S Type (DA-S) Fender Dimension
k (performance Approx.
Fender grade dependant)
H A W1 W2 F e f T t U Mass
Size
(kg/m)
M3 M2 M1
250H 250 410 187.5 500 162.5 90 125 26 28 27.5 24 20 85
300H 300 490 225 600 195 105 140 28 31 33 26 20 120
400H 400 670 300 800 260 120 165 32 35 40 30 30 200
500H 500 840 375 1000 325 140 180 35 41 45 33 30 305
Note:
2. The approximate mass of fender is based on both ends straight.

DYNA ARCH FENDER FIXING BOLT LOCATIONS

Both Ends Tapered
L1=1000 L1=1500 L1=2000 L1=2500 L1=3000 L1=3500

Dyna Arch Fender N=4 N=6 N=8 N=8 N = 10 N = 12
n=1 n=2 n=3 n=3 n=4 n=5
Md
(performance grade C P C P C P C P
Size dependant) C P C P
M3 M2 M1
250H M22 M24 130 865 132.5 680 132.5 620 - - - - - -
300H M24 M27 140 870 140 685 137.5 625 140 790 145 715 140 674
400H M27 M30 150 900 150 700 147.5 635 150 800 150 725 150 680
500H M30 M36 160 930 160 715 157.5 645 160 810 165 730 160 686
600H M30 M36 170 960 170 730 167.5 655 170 820 170 740 170 692
800H M42 M48 180 1040 180 770 180 680 182.5 845 180 760 - -
1000H M42 M48 200 1100 200 800 200 700 - - - - - -
Note:
2. Dyna Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches
3. “N” denotes number of bolts required.
4. Non-standard length, profiles and bolting patterns are available upon request.

One End Tapered
L1=1000 L1=1500 L1=2000 L1=2500 L1=3000 L1=3500

n=1 n=2 n=3 n=3 n=4 n=5
Md
(performance grade
Size dependant) C P C P C P C P C P C P
M3 M2 M1
250H M22 M24 131.25 800 131.25 650 131.25 600 - - - - - -
300H M24 M27 140 795 142.5 645 137.5 600 140 765 137.5 700 137.5 660
400H M27 M30 150 800 150 650 150 600 152.5 765 150 700 150 660
500H M30 M36 160 805 162.5 650 162.5 600 157.5 770 162.5 700 162.5 660
600H M30 M36 170 810 170 655 167.5 605 170 770 165 705 170 662
800H M42 M48 180 840 180 670 177.5 615 180 780 180 710 - -
1000H M42 M48 200 850 200 675 202.5 615 - - - - - -
Note:

Both Ends Straight
L1=1000 L1=1500 L1=2000 L1=2500 L1=3000 L1=3500

n=1 n=2 n=3 n=3 n=4 n=5
Md
(performance grade
Size dependant) C P C P C P C P C P C P
M3 M2 M1
250H M22 M24 130 740 130 620 130 580 - - - - - -
300H M24 M27 140 720 140 610 137.5 575 140 740 140 680 137.5 645
400H M27 M30 150 700 150 600 152.5 565 147.5 735 150 675 150 640
500H M30 M36 160 680 160 590 160 560 162.5 725 160 670 162.5 635
600H M30 M36 170 660 170 580 167.5 555 170 720 170 665 170 632
800H M42 M48 180 640 180 570 182.5 545 177.5 715 180 660 - -
1000H M42 M48 200 600 200 550 197.5 535 - - - - - -
Note:

6. SUPER ARCH FENDER (SA)

The Super Arch fender was the first arch-type fender developed by Bridgestone as a multi-purpose
fender. Since 1963, Super Arch fenders have been supplied to various ports throughout the world.
The response was so well that it has been regarded as the representative of solid type fenders before
the introduction of cell series fenders.
FEATURES OF SUPER ARCH FENDER
• High energy absorption and low reaction force

• Highly durable as the internal stresses are dispersed throughout the fender body
SUPER ARCH FENDER PERFORMANCE
45.0% (Rated Deflection)

Fender Perf.
Size Grade Reaction Force Energy Absorption
(kN) (kN-m)
R1 127 6.53
SA150H
R2 110 5.68
R1 169 11.60
SA200H
R2 147 10.10
Note:
SUPER ARCH FENDER GENERIC PERFORMANCE CURVE

SUPER ARCH FENDER DIMENSIONS
Approx.
Fender
H A W1 W2 F e f k T t Mass
Size
(kg/m)
SA150H 150 240 98 300 96 55 95 25 22.5 19 36
SA200H 200 320 131 400 128 75 105 29 30 21 62
SUPER ARCH FENDER FIXING BOLT LOCATIONS
L1=1000 L1=1500 L1=2000 L1=2500 L1=3000 L1=3500

Super Arch
Fender N=4 N=6 N=8 N=8 N = 10 N = 12
n=1 n=2 n=3 n=3 n=4 n=5
Size Md C P C P C P C P C P C P
(A) Both Ends Tapered
150H M22 110 855 112.5 675 107.5 620 110 785 107.5 715 110 671
200H M24 120 860 120 680 120 620 122.5 785 120 715 120 672
(B) One End Tapered
150H M22 108.75 820 108.75 660 109.75 606 112.25 771 108.75 705 108.75 664
200H M24 120 810 120 655 117.5 605 120 770 121 702 122.5 661
(C) Both Ends Straight
150H M22 110 780 110 640 107.5 595 110 760 110 695 112.5 655
200H M24 120 760 120 630 122.5 585 122 752 120 690 122.5 651
Note:
2. Super Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches

7. SMALL CRAFT FENDERS

While tires and timber have been used in smaller wharves, such fenders cannot withstand long years
of use and often need replacement. In addition, damages to the wharf structures installed with tires or
timber are common.
Therefore, the demand is increasing for fenders with higher impact absorption and wider area
protection. Bridgestone is responding to this need by offering a full line of fenders and associated
spare parts for small wharves.
Small craft fenders offered by Bridgestone are as follows.

1) Cylindrical Fender (CY)
2) Super Turtle Fender (ST)
3) Turtle Fender (T)
4) Sealed Fender (S)
5) Wharf Header Protector (HT)
6) Safety Rubber Ladder (SL)
7) Super Arch Corner Fender (C-SA)
FEATURES OF SMALL CRAFT FENDERS
• Improved safety with a wide breadth to height ratio of fenders

• Better structure protection improved by greater surface contact area on the vessel
• Wide selection of sizes and energy capacities
Super Turtle Fender

CYLINDRICAL FENDER (CY)

Cylindrical fenders are among the first elastomeric fender types to be applied for wharf protection.
They are simple, easy to install and can be used by a wide range of vessels.

CYLINDRICAL FENDER DIMENSIONS
Fender Size ØD x Ød Max. Length Approx. Mass

(mm x mm) L (m) (kg/m)
Ø150 x Ø75 6.0 15
Ø200 x Ø100 6.0 27
Ø250 x Ø125 6.0 42
Ø300 x Ø150 6.0 60
Ø350 x Ø175 6.0 82
Ø400 x Ø200 6.0 107
Ø450 x Ø225 6.0 136
Ø500 x Ø250 6.0 167
Ø550 x Ø275 6.0 202
Ø600 x Ø300 6.0 241
Ø650 x Ø325 2.0 283
Ø700 x Ø350 2.0 328
Ø750 x Ø375 2.0 376
Ø800 x Ø400 2.0 428
Note:
1. Flexible length available upon request. Kindly contact Bridgestone.

SUPER TURTLE FENDER (ST150H/ ST200H)

The model was developed from the very popular Turtle model. Several improvements were made
such as 32.5° upper section incline to avoid snagging and ribbed construction to improve
dependability.
PERFORMANCE AND DIMENSIONS
Energy Approx.
Fender
Absorption H A W1 W2 L (m) Mass
Size
(kN-m) (kg/m)
ST150H 6.07 150 375 195 435 1.0 to 3.5 48
ST200H 10.8 200 500 260 580 1.0 to 3.0 86
FIXING BOLT LOCATIONS
L=1000 L=1500 L=2000 L=2500 L=3000 L=3500

Super Turtle
Fender N=6 N=6 N=8 N = 10 N = 10 N = 12
n=2 n=2 n=3 n=4 n=4 n=5
Size Md C1 C2 P C1 C2 P C1 C2 P C1 C2 P C1 C2 P C1 C2 P
ST150H M22 150 125 475 150 125 725 150 125 650 150 125 615 150 125 740 150 125 690
ST200H M24 150 121 515 150 131 760 150 126 675 150 131 630 150 131 755 - -
Note:
4. “n” denotes number of pitch/pitches.

TURTLE FENDER (T100H/ T130H)

Turtle fenders have a low surface pressure, minimizing the docking impact of even a small vessel's
slight wharf contact. Its effect on weaker vessels is minor.
Energy Approx.
Fender Mass
Absorption H A W1 W2 L (m)
Size
(kN-m) (kg/m)
T100H 2.70 100 235 210 300 0.5 to 1.5 27
T130H 4.56 130 235 180 300 0.5 to 1.5 31
L=500 L=1000 L=1500

Turtle Fender N=4 N=4 N=6
n=1 n=1 n=2
Size Md L1 C P L1 C P L1 C P
T100H M22 / M20 * 400 125 250 910 200 600 1420 300 450
T130H M24 380 125 250 880 200 600 1380 300 450
Note:
6. Bolt size of M20 is used for T100H with 500mm length.

SEAL FENDER (S100H/ S130H)

Designed with a larger buffer area, minimize the docking impact of even FRP vessels.
Energy Approx.
Fender Mass
Absorption H A W1 W2 L (m)
Size (kg/m)
(kN-m)
S100H 2.70 100 240 180 300 0.5 to 2.0 22
S130H 4.56 130 240 170 300 0.5 to 2.5 31
L=500 L=1000 L=1500 L=2000 L=2500 L=3000

Seal Fender N=4 N=4 N=6 N=8 N=8 N = 10
n=1 n=1 n=2 n=3 n=3 n=4
Size Md C P C P C P C P C P C P
S100H M22 110 330 110 830 110 665 110 610 111 776 111 707
S130H M22 110 330 110 830 110 665 110 610 111 776 111 707
Note:

SUPER ARCH CORNER FENDER (C-SA)

Super Arch corner fenders are used as wharf corner
protectors. The smallest sizes of 100H & 130H are
designed without inner hollow section
DIMENSIONS
Fender Approx.
Md1 A H W1 W2 L P C k T t Mass (kg)
Size
100H M22 240 100 130 300 500 200 75 25 22.5 16.5 40
130H M22 240 130 111 300 500 200 75 25 22.5 16.5 45
150H M22 240 150 98 300 500 200 75 25 22.5 19.0 41
200H M24 320 200 131 400 750 350 100 29 30.0 21.0 100
250H M27 410 250 164 500 750 350 100 32 37.5 23.0 148
250H M27 410 250 164 500 1000 550 150 32 37.5 23.0 183
Note:

W FENDER (W230H)
W fenders have a wide contact surface and provide low surface pressure, an innovation made with
Dyna Slide technology onto Bridgestone’s original W fenders that are widely supplied all across
Japan. Combining a W200 fender and 30mm thick UHMW-PE pads through well controlled
vulcanization processes, the superior product of W230H was produced.
2k UHMW-PE PAD U
k
W
A
W
C nxP C T
Fixing Bolt
L N - Md H

40.0% (Rated
Deflection) Approx.
Fender
Reaction Energy H W1 W2 T U L Mass
Size
Force Absorption (kg/m)
(kN) (kN-m)
W230H 107 6.71 230 600 24 24 30 2000 105
Fender
Md N k A C n P
Size
W230H M20 6 23 750 200 2 800
Note:
5. Fender performance is on per meter length basis

WHARF HEAD PROTECTOR (HT20H)

Wharf head protector minimizes scraping damage to
vessels and wharf heads caused by rising and falling
tides.
DIMENSIONS
Type of wharf H1 H2 W1 W2 L (m)
New Construction 20 22 100 102 0.5 to 1.8
Existing Concrete 20 - 100 102 0.5 to 1.0
Note:

SAFETY RUBBER LADDER (SL150H/ SL200H/ SL250H)

Provides an alternative to metal ladders.
DIMENSIONS
Ladder Size Md H W1 W2 S L (m)
SL150H M22 150 650 800 30
SL200H M24 200 650 850 30 0.9 to 3.0

SL250H M27 250 700 950 30
L n Mounting Bolt Pitch Nx2
900 3 300 + 300 + 300 2x2

1200 4 300 + 600 + 300 2x2
1500 5 300 + 600 + 300 + 300 3x2
1800 6 300 + 2x600 + 300 3x2
2100 7 300 + 600 + 300 + 600 + 300 4x2
2400 8 300 + 3x600 + 300 4x2
2700 9 300 + 2x600 +300 +600 + 300 5x2
3000 10 300 + 4x600 + 300 5x2
Note:

8. THE ACCESSORIES OF FENDER SYSTEM

The requirement of marine fender system accessories varies in accordance with the type of fenders
and the design complexity. The design of these accessories complies with the stringent quality control
policy. The typical accessories assembly of Hyper Cell Fender is shown as follows.
Note:
1. Chain and pad arrangement illustrated is typical, but will vary depending upon job site conditions.
Bridgestone should be consulted for the final layout.
2. All colors shown are for identification purposes only. The actual offer may differ. Please consult Bridgestone for
further information regarding the standard colors available.
MAJOR ACCESSORIES
Accessory Typical Functions

Anchor Bolt Attaches the fender to the wharf or structure
Frame Fixing Attaches the fender panel to the fender
Fender Panel Protects the vessel hull by regulating the average contact pressure
Frontal Pad Reduces the friction coefficient to protect the vessel hull
Shear Chain Restrains shear deflection of fenders (Optional)
Tension Chain Restrains extension of fenders (If necessary)
Weight Chain Supports the fender panel weight (If necessary)

FENDER PANEL
Cell series fender systems (Hyper Cell or Super Cell) are typically designed with fender panels. The
fender panel helps to reduce the concentrated load acting on the vessel hull by distributing the force
across the flat frame surface. The fender panel size can be altered so that the average hull pressure
does not exceed the allowable hull pressure requirements, protecting the vessel hull effectively.
There are 2 types of fender panel constructions, namely open and sealed. Sealed frames are also
sometimes known as boxed frames. Generally, the open type fender panel facilitates the ease of
checking of the internal structure whereas the sealed type is relatively superior in corrosion protection.
The fender panel can be chamfered or cornered at the top, bottom or side edges, depending on the
types of vessels and hull constructions to avoid snagging of the belted vessel.
Open Frame:- Closed Frame:- Chamfered Frame

without back plate with back plate
Protective Coating
Protective coating is essential to safeguard the fender panel performance under the corrosive marine
conditions. The epoxy protective coating system is recommended in accordance with ISO 12944 (1),
which complies with the expected durability of “High” under the seawater splash zone environment.
Typical Coating System Specification(2):

Surface Preparation : SSPC.SP10 / SIS SA 2.5
Primer Coat : Organic Zinc Rich Primer --- 20 ~ 50 micron
Intermediate/ Top Coat : High Build Solids Epoxy --- Min. 2 Coats
Total Dry Film Thickness : Min. 450 micron
Colour : Black
(1)
ISO 12944- Paints and varnishes — Corrosion protection of steel structures by protective paint systems
(2)
Alternative to the stated coating system are available upon request and are subjected to evaluation
Cathodic Protection
Sacrificial anodes (Zinc or Aluminium)
can be installed on frames for
additional corrosion protection apart
from protective coating against the
severe marine environment. The
weight of the anode is determined by
the number of years of protection.
Please consult Bridgestone for the
required number of anodes.

FRONTAL PAD AND FIXINGS

The Ultra High Molecular Weight (UHMW) polyethylene pads are fixed to the face of the fender panel
to minimize surface friction when the fender panel comes into contact with the vessel hull. There are 2
types of pads, namely flat pads and corner pads, with size up to 1000 mm x 1000 mm depending on
the orientation and size of the designed fender panel. Typically, black or blue UHMW polyethylene
pads are offered.
The below are the typical properties of UHMW pads:
UHMW PE Pad Properties Values

Specific weight 0.93-0.95
Hardness Shore D 60-70
Tensile strength Min. 15 N/mm2
Elongation >50%
Friction coefficient Max. 0.2
Izod Impact Strength No break
Note:
1. The above pad properties are typical in standard product. Non-typical pad properties are available upon request.
Pads and fixings on the fender panel
The Pad Fixings

Bridgestone has an unique pad fixings design that differed from the conventional stud bolt design
where the stud bolt is easily damaged during the handling. The M16 fixing bolts are used to fix the
frontal pads to the welded nuts on the faceplate of the fender panel. The below shows the cross-
sectional view of pad fixings for both open and sealed fender panels.

ANCHORS AND FRAME FIXINGS

Bridgestone marine fender systems can be easily installed by using fixing bolts or anchor bolts
regardless of wharf types: be it new or existing, a steel structure or a concrete structure. Typically,
super bolts are used for new concrete structure while resin anchors are used for existing concrete
structure. For new or existing steel structure, conventional bolts are usually used.
In the case of super bolts, the embedded portion will be cast into the concrete, providing a threading
part (sleeves) in which the bolt is installed. For resin anchors, the bolt is secured to the concrete
structure with the chemical resins acting as a bonding agent. The below diagrams provide a clear
illustration on the fixing mechanism of super bolts and resin anchors.
Frame Fixing
Frame fixings enable the fender panel to be fixed on the fender body. Different types of fenders
require different types of frame fixings and fixing arrangement. The below diagrams illustrate the
frame fixings configurations for Super Cell (SUC) fenders and Hyper Cell (HC) fenders.

Typical Super Bolt Dimensions
Bolt Anchor Approx.

Bolt
Mass
Size (M) H Y G1 i L G2 (kg)
M20 13 30 65 50 145 50 1.0
M22 14 34 65 50 165 55 1.4
M24 15 36 70 55 175 55 1.7
M27 17 41 75 60 200 60 2.4
M30 18.7 46 75 60 225 60 3.0
M36 22.5 55 85 70 270 70 5.2
M42 26 65 90 75 325 85 7.7
M48 30 75 120 95 360 95 11.1
M56 35 85 125 100 435 105 17.4
M64 40 95 130 105 475 115 24.1
Typical Resin Anchor Bolt and Nut Dimensions
Drill Hole Approx.

Bolt Nut Anchor
Diameter & Depth Mass
Size (M) (kg)
H Y L1 L2 D L
M20 16 30 10 140 24 140 0.8
M22 20.2 34 10 145 28 145 1.0
M24 22.3 36 10 170 30 170 1.2
M27 24.7 41 10 190 32 190 1.7
M30 26.4 46 10 210 38 210 2.3
M36 31.9 55 10 260 46 260 4.1
M42 34.9 65 10 330 55 330 6.0
M48 38.9 75 10 400 60 400 8.6
M56 45.9 85 10 480 65 480 13.5
M64 52.4 95 10 515 75 515 18.6
Note:
2. Bolt length and washer size may differ in accordance with the fixing application.

CHAIN SYSTEM AND CHAIN FIXING ANCHOR

The chain system is comprised of the combination of shackles and common links secured between
the fender panel and the chain fixings on the wharf structure. A typical chain system is designed with
a safety factor of 3 against the breaking load. The adjustable shackle is designed, depending on the
functionality of the chain in the marine fender system design.
Chain Fixing Anchor
There are 2 types of chain fixings generally used, as described below:
U-Anchor
U-Anchors are used with new concrete structure.
For further embedding strength, the U-anchor can be welded to

the structural reinforcement bars before casting.
Bracket
Brackets are used with existing concrete structure.
Typically, the bracket is secured to the wharf by using resin

anchors or steel structure by using bolt, nut and washer.

ACCESSORIES MATERIAL SPECIFICATIONS
ALTERNATIVE STANDARD
ACCESSORIES MATERIALS GRADE EN Grades
USA Std British Std
FENDER PANEL
SS400 in JIS G 3101 ASTM A36 BS4360-86 Gr.43A 1.0037

Mild
Fender panel
Steel
SM490 in JIS G 3106 ASTM A633 Gr.C BS4360-86 Gr.50A 1.0045
UHMW
Frontal Pad - - - -
Polyethylene
FIXING BOLTS
Bolt, Washer,
Mild
Flange, Anchor SS400 in JIS G 3101 ASTM A36 BS4360-86 Gr.43A 1.0037
Super Bolt
Steel
Plate & Bar
Stainless SUS304 / SUS316 AISI 304 BS970 Gr. 304 1.4301

Sleeve
Steel in JIS G 4303, 4304 AISI 316 BS970 Gr. 316 1.4401

Bolt & Nut
Resin Anchor
Mild
Washer SS400 in JIS G 3101 ASTM A36 BS4360-86 Gr.43A 1.0037
Steel
Polyester
Resin Capsule - - -
Resin
Mild
Bolt, Nut & Washer SS400 in JIS G 3101 ASTM A36 BS4360-86 Gr.43A 1.0037
Steel
Mild
Frame Fixing
Bolt & Washer SS400 in JIS G 3101 ASTM A36 BS4360-86 Gr.43A 1.0037
Steel

Nut

Pad Fixing Bolt
CHAINS
Tension Chain
Steel Bars SBC490
Weight Chain (1) - - -
for Chains in JIS G 3105
Shear Chain
SB Shackle Carbon ASTM A575

S25C in JIS G 4051 BS970 Gr. 060A25 -
Adj. Shackle Steel Gr. 1025
CHAIN ANCHORS
Carbon S25C / S45C ASTM A575 BS970 Gr. 060A25

-
Steel in JIS G 4051 Gr.1025 / Gr.1045 BS970 Gr. 060A45
U-Anchor
Mild
Bracket SM490 in JIS G 3106 ASTM A633 Gr. C BS4360-86 Gr.50A 1.0045
Steel
Note:
1. SBC 490 in JIS G 3105 is standard of steel bars for chains; hence no equivalent US standard exists. ASTM states
the standard for the chain itself, not the material.

9. MARINE FENDER DESIGN GUILDELINES

MARINE FENDER DESIGN FLOW CHART
DEFINITIONS OF VESSEL PARAMETERS
Parameters Definitions
The total mass of cargo, stores, fuels, crew and reserves
Dead Weight Tonnage, DWT with which a vessel is laden when submerged to the
summer loading time
Displacement Tonnage, DT Total mass of the vessel and its contents
Gross internal volumetric capacity of the vessel as defined
Gross Tonnage, GT by the rules of registering authority and measured in units
of 2.83 m3
Length Overall, Loa Overall length of the vessel
Length measured between aft and fore perpendicular or
Length Between Perpendicular, Lpp along the waterline from forward surface of the stem to the
after surface of the sternpost
Molded Breadth, B Beam or width of the vessel
Molded Depth, D Total height of the ship
Full Load Draft, d Height of vessel below sea water level during full load

BERTHING ENERGY CALCULATIONS

The kinetic energy of a vessel can be represented by the following formula:
E= ½·M·v2
Where:
E = Kinetic energy of the vessel (kNm)
M = Mass of the vessel (=water displacement in tonnes)
v = Speed of the approaching vessel perpendicular to the berth (m/s)
The effective berthing energy of a vessel can be corrected from the kinetic energy as follows:
E= ½ · M · v 2 · Ce · Cm · Cs · Cc
Where:
E = Effective berthing energy (kNm)
M = Mass of design vessel (displacement in tonnes)
v = Approach velocity of vessel perpendicular to the berth (m/s)
Ce = Eccentricity factor
Cm = Virtual mass factor
Cs = Softness factor
Cc = Berth configuration factor or cushion factor
BERTHING VELOCITY
The berthing velocity can be estimated from the figure below.
a. Good berthing conditions, sheltered.
b. Difficult berthing conditions, sheltered.
c. Easy berthing conditions, exposed.
d. Good berthing conditions, exposed.
e. Navigation conditions difficult, exposed.
Design berthing velocity as function of

navigation conditions and size of vessel
(Brolsma et al, 1977)

MASS COEFFICIENT (Cm)
Vasco Costa
According to Vasco Costa, when a vessel berths, a certain volume of water will be ‘pulled’ together,
creating a virtual mass. This volume is equivalent to d × d × Lpp.
Since the virtual mass will be created on both sides of the vessel,
the volume of water = 2d × d × Lpp and the volume of the vessel = Lpp × B × d.
Hence, the total volume of berthing is as follows:
2
Volume = L pp ⋅ B ⋅ d + 2 ⋅ d ⋅ L pp
⎛ 2⋅d⎞
= L pp ⋅ B ⋅ d ⋅ ⎜ 1 + ⎟
⎝ B ⎠
Thus, Mass coefficient (Cm) can be calculated by the

following formula:
2d
Cm = 1 + for broadside berthing
B
2d
Cm = 1 + for bow/ stern berthing
L pp
Where:
Lpp = Length of vessel’s hull between perpendiculars (m)
B = Breadth of the vessel (m)
d = Draft of vessel (m)
This formula was published in 1964 and is also used by the British Standards BS6349: Part 4.
It is valid under the following circumstances:
• the keel clearance shall be more than 0.1 × d
• the vessel's velocity shall be more than 0.08 m/s.
Shigeru Ueda
The formula of Shigeru Ueda originates from 1981 and is based on model experiments and field
observations. Cm is given by the formula:
π d
Cm = 1 + ⋅ for broadside berthing;
2 ⋅ Cb B
π d
Cm = 1 + ⋅ for bow/stern berthing.
2 ⋅ Cb L pp
DT
Block coefficient, Cb =
L pp ⋅B ⋅ d⋅ ρ
Where:
DT = Displacement tonnage of the vessel (tonnes)
B = Breadth of the vessel (m)
d = Draft of vessel (m)
ρ = Density of water (1.025 ton/m3 for seawater)

ECCENTRICITY FACTOR (Ce)

In most cases, a vessel berths with either the bow or stern at an angle of a certain degree to the wharf
or dolphin. At the time of berthing, the vessel turns simultaneously. For this reason, the total kinetic
energy held by the vessel is consumed partially in its turning energy and the remaining energy is
conveyed to the wharf.
This remaining energy is obtained from the kinetic energy of a vessel by correction with the
eccentricity factor, Ce and may be calculated by means of the following equation:
K
2
+ R 2 ⋅ cos 2γ
Ce =
K +R
2 2
Where:
K = Radius of gyration of the ship (m)
Generally between 0.2L and 0.25L
K also can be obtained from the following formula:

K = (0.19 Cb + 0.11) Lpp
Where:
Cb = Block coefficient
R = Distance of the point of contact from the center of mass (m)
γ = Angle between the line joining the point of contact to the center of
mass and the velocity vector (°)
The above expression is often simplified by assuming γ = 90°, resulting in

2
K 1
Ce = =
K +R
2 2 2
⎛R⎞
1+ ⎜ ⎟
⎝K ⎠

Hence, generally Ce is assumed to be as follows, unless otherwise specially requested:
Berthing Method Berthing Schematic Diagram Ce
1/4 Point Berthing 0.5
1/3 Point Berthing 0.7
End Berthing 1.0
SOFTNESS COEFFICIENT (Cs)

The softness coefficient allows for the portion of the impact energy that is absorbed by the elastic
deformation of the ship’s hull. Little research into energy absorption by a vessel hull has taken place,
but it has been generally accepted that the value of Cs lies between 0.9 and 1.0.
In the absence of more reliable information, a figure of 1.0 for Cs is recommended when a soft fender
system is used, and between 0.9 and 1.0 for a hard fender system.
A hard fender system can be considered one in which the deflections of the fenders under impact
from design vessels are less than 0.15m.
A soft fender system has fender deflections greater than 0.15m under the same impacts.

CONFIGURATION COEFFICIENT (Cc)

The berth configuration coefficient allows for the portion of the ship’s energy, which is absorbed by the
cushioning effect of water trapped between the ship’s hull and the quay wall. The value of Cc is
influenced by the type of quay construction, the distance from the side of the vessel, the berthing
angle, the shape of the ship’s hull, and the under keel clearance.
The following figures are generally applied in each case:
Open Structure Semi Open Structure Closed Structure (Gravity)
Cc = 1.0 Cc = 0.9 ~ 1.0 Cc = 0.8 ~ 1.0
FACTOR OF ABNORMAL BERTHING

An abnormal impact occurs when the normal calculated energy to be absorbed at impact is exceeded.
This is to account for the scenario of accidental occurrences. The reasons for abnormal impacts
among others can be mishandling, malfunction, exceptionally adverse wind or current, or a
combination of them.
The factor for abnormal impact may be applied to the berthing energy as calculated for a normal
impact to arrive at the abnormal berthing energy. This factor should enable reasonable abnormal
impacts to be absorbed by the fender system without damage. It would impracticable to design for an
exceptionally large abnormal impact and it must be accepted that such an impact would result in
damage.
Factor of
Type of Vessel Size
Abnormal Berthing
Largest 1.25
Tanker and Bulk Cargo
Smallest 1.75
Largest 1.5
Container Vessel
Smallest 2.0
General Cargo - 1.75
Ro-Ro and Ferries - 2.0 or higher
Tugs, Work Boats, etc - 2.0

CASE STUDY: FENDER SELECTION

The fender selection is based on the minimum energy absorption and maximum reaction force
requirements. Typically, the berthing conditions are taken into considerations when selecting a fender.
Design Vessel Data and Berthing Energy

DWT DT L B D d v Berthing Energy
Vessel Type
(ton) (ton) (m) (m) (m) (m) (m/s) (kN-m)
General Cargo 100000 140000 275.0 42.0 25.00 12.50 0.125 872.4
Berthing Conditions:
Berthing Angle: 10 degrees
Flare Angle : 5 degrees
Angular Effects:
Angular effects determine the performance of a fender. The angular performance obtained by
multiplying the normal performance (Ø=0°) by the angular correction factor should be equal to or
greater than the effective berthing energy.
E ≤ Ea = En x ACFE
Where, E : Effective Berthing Energy

En : Energy Absorption at Normal Compression
Ea : Energy Absorption at Angular Compression
ACFE : Angular Correction Factor for Energy Absorption
Moreover, the following equation should be utilized when there is any limit in the reaction force to a
wharf structure.
Rmax ≥ Ra = Rn x ACFR
Where, Rmax : Maximum Allowable Reaction Force

Rn : Reaction Force at Normal Compression
Ra : Reaction Force at Angular Compression
ACFR : Angular Correction Factor for Reaction Force
Angular Correction Factor of 10° Compression angle
ACFE 0.972
ACFR 1.000
The Fender Selection As Follows:

Hyper Cell Fender HC1150H(J4)x1x1
Design Performance Design Performance
(Normal 67.5 % Compression) Compression Angle 10°
Energy
989 961
Absorption (kN-m)
Reaction
1620 1620
Force (kN)
The calculated effective berthing energy will be fully absorbed by the HC1150H(J4)x1x1 under the
angular berthing condition of 10 degrees.

MULTIPLE-FENDER CONTACT AND FENDER PITCH

For continuous wharves, the quantity of fenders in contact with the vessel hull depends on the fender
pitch. Larger-than-required pitches may result in insufficient energy absorption or the vessel hull
hitting the wharf structure. On the other hand, smaller-than-required pitches may result in
uneconomical marine fender systems being designed.
Generally, British Standard: Maritime Structures, BS 6349 is used as a reference to estimate the
fender pitch by considering the minimum vessel length.
The study of multiple fender contact helps to determine the most optimum fender system and fender
pitch by considering the possible berthing scenarios of both maximum and minimum vessels. Two
important aspects are taken into consideration in the study of multiple fender contact:
• Energy absorption of each fender involved

• Clearance between the vessel hull and the wharf structure.
In the analysis, the Combined Energy Capacity (EAC) based on the performance of multiple fenders
in contact with the vessel hull is evaluated. There are two worst-case scenarios of vessels coming into
contact with fender systems:
• 2-fender Contact or 4, 6, 8-fender Contact, if any (even number)

• 1-fender Contact or 3, 5, 7-fender Contact, if any (odd number)
This is illustrated in figures below respectively.
The berthing energy of the vessel should be fully absorbed by a number of fender systems under the
acceptable compression level of fenders.

4-Fender Contact
In a 4-fender contact case, the center vessel hull is at a distance H from the berthing line, when the
vessel hull just contacts with the center of both fender systems F1 and F4. At the same time, F2 and
F3 are compressed with h deflection.
The distance H and h can be related with the total fender pitch S and hull radius R as follows.
⎛ ⎛ S ⎞⎞
H = R ⋅ ⎜ 1 − cos⎜ sin - 1 ⎟⎟ For S = 3 x Fender Pitch (P)
⎝ ⎝ 2R ⎠ ⎠
⎛ ⎛ P ⎞ ⎛ - 1 S ⎞⎞
h = R ⋅ ⎜ cos⎜ sin − 1 ⎟ − cos⎜ sin ⎟⎟
⎝ ⎝ 2R ⎠ ⎝ 2R ⎠ ⎠
When the center vessel hull goes in further by a distance δ, the total displacement becomes H + δ.
Fender systems (F1 & F4) are being compressed by δ.
Therefore, the Combined Energy Capacity (EAC) when the center vessel hull goes in by a distance
H + δ from the berthing line can be calculated as follows.
EAC = (Energy absorption of F1 & F4 at δ) + (Energy absorption of F2 & F3 at h + δ)
3-Fender Contact
In a 3-fender contact case, the center vessel hull is at a distance H from berthing line (with the middle
fender system G2 being compressed with a distance H), when the vessel hull just contacts with the
center of both fender systems G1 and G3.
The distance H can be related with the fender pitch S and hull radius R as follows.
⎛ ⎛ S ⎞⎞
H = R ⋅ ⎜ 1 − cos⎜ sin - 1 ⎟⎟ For S = 2 x Fender Pitch (P)
⎝ ⎝ 2R ⎠ ⎠
When the center vessel hull goes in further by a distance δ, the total displacement becomes H + δ.
The fender system G2 is compressed by a distance H + δ and the adjacent fender systems
(G1 & G3) are being compressed by δ.
Therefore, the Combined Energy Capacity (EAC) when the center vessel hull goes in by a distance
H + δ from the berthing line is calculated as follows.
EAC = (Energy absorption of G2 at H +δ) + (Energy absorption of G1 & G3 atδ)
Vessel Hull Clearance From The Wharf Structure

The Combined Energy Capacity (EAC) shall equal to or exceed the berthing energy of the vessel.
The Combined Energy Capacity (EAC) is then used to determine the displacement δ.
With the maximum displacement δ, the clearance between the vessel hull and the wharf k and
between the frame and the wharf j can be calculated. The both distances shall be kept at a safe
distance.

DESIGN BY BERTH CONSIDERATIONS
Allowable Maximum Reaction Force

The allowable reaction force varies from berth to berth. Specifically, the pile-constructed wharf and
dolphin has a low limit of allowable reaction force, compared to the gravity wharf.
The reaction force of a selected fender should be less than the maximum allowable reaction force
(Rmax).
Allowable Installation Area

When the installation area is limited due to the dimensions of the wharf, the fendering system should
have a compact layout while satisfying the required performance. The minimum area for installing
Super Cell Fender or Hyper Cell Fender is determined by the flange diameter. For arch-type fenders,
the minimum area for installation is governed by the width and length of the fender legs. Apart from
the fender body itself, the minimum area of installation is also determined by the locations of the
system accessories.
As a reference, the distance from the edge of the concrete to the outermost anchor position (Lc) shall
be equal to or larger than the length of the embedded anchor bolts (L).
Please refer to the below diagram for clarity.

Allowable Standoff of Fender System

There are cases in which the projection of the fendering
system should be within the height governed by the
accessible distance of the loading arm or gantry crane. In
such case, it is recommended the fender system is designed
with multiple fenders to overcome the standoff limitation
imposed by a single large fender body.
On the other hand, it is important to ensure that on rated

compression of the fender system, should the vessel be kept
in a safe clearance from the protruded section of the wharf
structure.
Other Considerations
There are times whereby certain information is available or pre-determined. It is important to inform
Bridgestone by providing this available information to ensure optimum design output.

DESIGN BY VESSEL CONSIDERATIONS
Allowable Average Face Pressure

The average face pressure is calculated by
dividing the designed reaction force of the fender
by the area of the flat surface of the fender panel.
This flat surface excludes chamfers of the fender
panel.
R
Average Face Pressure, P = ≤ Pa
A
Where, R : Design Reaction Force

A : Flat Area of Fender panel
( A = We x He )
Pa : Allowable Face Pressure
W : Fender panel Width
H : Fender panel Height
We : Effective Width
He : Effective Height
The allowable face pressure differs with the type and size of the vessels shown as follows:
Allowable
Type of Vessel
Face Pressure (kN/m2)
Container Vessel
1st & 2nd Generation < 400
3rd Generation (Panamax) < 300
4th Generation < 250
5th & 6th Generation (Superpost Panamax) < 200
General Cargo
≤ 20,000 DWT 400 - 700
>20,000 DWT < 400
Oil Tanker
≤ 60,000 DWT < 300
>60,000 DWT < 350
VLCC < 200
Gas Tanker
LNG / LPG tanker < 200
Carriers
Bulk & Ore Carrier < 200
Belted Vessel
Ferry Belted or < 300
Passenger Belted or < 300
Ro-Ro Vessel Belted or < 300

The Curvature of Vessel Hull

In general a vessel has curvature in horizontal and vertical directions. Fender compression is largely
affected by vessel curvature.
Vessel Hull Curvature in Vertical Direction
Vessels such as general cargo carriers and oil tankers have nearly
straight vertical hull. On the other hand, container vessels have
complex hull curvature. it is therefore necessary to design a fender
system by taking this curvature into account. In this case, the
fender system typically experiences angular compression when it
comes into contact with the vessel hull.
If the fender system is installed at a low position of the wharf, it is

important to ensure the vessel hull is in a safe clearance when the
fender system is being compressed up to the designed deflection.
Vessel Hull Curvature in Horizontal Direction
As vessels have nearly straight curvature profile around the contact area with the fender system in the
horizontal direction, the vessel curvature consideration is normally not taken into account.
However, in some cases, if the curvature profile is not straight about the contact area, as shown in the
sketch, it is necessary to determine the spacing of fender systems to prevent the vessel from hitting
the wharf.
Where,
P = Fender Spacing
H = Fender Height
θ = Berthing Angle
R = Hull Radius of Curvature
2
P = 4 ⋅H⋅R - H

Vessel Contact Elevation
Low Contact of Vessel
Low contact occurs when the freeboard elevation of the

berthing vessel at low water level is below the fender
centerline elevation. This occurrence causes the fender to
elongate. Tension chains are designed to restrict the fender
elongation. As the fender is compressed at a certain angle
during low contact, the fender energy absorption capacity is
reduced.
Remark:
For low contact, the mooring condition may be more severe
than the berthing condition. Mooring analysis shall be
considered in the case of open sea with little protection.
Belt Contact
For some vessels, the vessel hull comes with metallic,

rubber or wooden protrusions for protection. These
protruded objects are referred to as belts. Most ferries,
passenger vessels & Ro-Ro vessels are designed with belts.
The existence of belts affects the design of the fender panel

of fender systems. Belt contact results in a two-point contact
bending moment on the fender panel. Further, the belt
exerts a stress on the faceplate of the fender fender panel.
To withstand this stress, the fender panel faceplate is
specially reinforced.

FENDER PANEL DESIGN
Frame Size
The fender panel size is determined by the allowable face pressure of the vessel. The vessel contact
elevation and frame visibility at different tidal levels, in some cases, affect the designed frame size.
Design Strength
The fender panel is designed considering the below cases:
• Single-Line Load Contact (Angular contact loads)

• Two-Line Load Contact (For belted vessel contact only)
• Midpoint Load Contact (For more than two fenders system only)
Minimum Steel Plate Thickness

The minimum steel plate thickness for the fender panel construction is as follows.
• One-surface exposed plate: 9 – 10 mm

• Two-surface exposed plate: 12 mm
• Internal plate: 8 mm
Chamfered Edges
When the vessel hull comes with a belt, the fender panel is normally designed with a top and bottom
chamfered edge, allowing the belt to slide on. The dimension of the belt is essential to determine the
required chamfer size.

CHAIN SYSTEM DESIGN

Restraint chains may be used in a fender system to control the allowable design limit under its design
conditions. The chain is emerged in a fender system in three categories such as tension, weight and
shear chain, which has its functions and necessity of existence.
Tension Chain
Tension chains are required to restrict the elongation of a fender within its allowable limits during
angular compression. It is typical to use upper and/or lower tension chains if limits are exceeded.
Weight Chain
When the weight of the accessories supported by the fender are over its allowable limit, weight chains
should be installed. In some instances, top tension chains are also necessary to avoid tilting of frame
whenever weight chains are fixed to the frame below the fender centerline in the elevation plane.
Shear Chain
Bridgestone’s cell-type fender systems (SUC and HC) have high allowable limits of shear
performance and superior resistance to shearing. The UHMW-PE low friction pads (μ = 0.2) coupled
with this superior shearing performance of the cell fenders enable the cell fenders to perform well
even without shear chain. However, if shearing deflection needs to be limited for other reasons, a pair
of shear chains should be installed symmetrically. The shear chain may have a share-function with
the tension chains and weight chains.

FIXINGS AND ANCHORS DESIGN

Under the operation conditions, the fixings and anchors of a fender system are subject to
• an axial pull out force when fender elongates and
• shearing force when fender is compressed and simultaneously sheared downward.
The maximum axial pull-out force and shearing force are used to evaluate the material strength of the
fixings and the concrete embedded anchor strength, as summarized below.
Where,
REl = Axial pull-out force at elongation limit
R = Reaction force of fender
n = Number of fixing bolts per fender
d = Effective diameter of fixing bolt
μ = Friction coefficient between frontal pad and steel
W = Weight of fender panel and half weight of fender body
φ = Attenuation coefficient (0.6 ~ 1.0)
Fc = Concrete strength
Ac1&2 = Surface projection area

10. RESEARCH, DEVELOPMENT AND TESTING FACILITIES

To ensure the quality of the product, Bridgestone deploys the most sophisticated testing equipment
and methods in order to meet the most stringent requirements. Our continuous effort in making sure
that all the specifications are up-to-date has placed Bridgestone as the first choice of major port
authorities around the world. Housing one of the largest compression testing facilities in the world
allows Bridgestone to test its marine fenders in full scale to confirm the fender performance.
Bridgestone has always paid special attention to quality control. Our products are developed through
proven steps and introduced to the market only after minute examination has been satisfactorily
completed. Quality control at Bridgestone does not merely mean statistical control of production.
Bridgestone believes every branch of the company should become involved in quality control in a
comprehensive manner to improve not only its products, but also the company's business operations
itself. Bridgestone calls this approach "Total Quality Control", our Deming Plan.

FINITE ELEMENTS ANALYSIS (FEA)

While the most common way to analyze a product is through laboratory testing, Finite Elements
Analysis (FEA) has become one of the most important tools to carry out a detailed analysis of a
product. Having its own FEA center, Bridgestone utilizes the most up-to-date facilities in order to
ensure the quality of its products from design to manufacturing.
Finite Element Analysis (FEA) Computer Mooring Simulation
As rubber, which is often used for insulation, is a material difficult to cure, it is often necessary to carry
out careful research for obtaining proper performance of thick rubber products like marine fenders.
Therefore, long experience with high technology is essential for obtaining the performance required by
the operating conditions.

Testing Facilities
Environment Ovens – Aging Test
3-Axis Mooring Simulator
Model Tester

11. Marine Fender Verification
PHYSICAL PROPERTY OF RUBBER
Property Unit Requirement Relevant Testing Standard
Tensile
MPa Min. 15.7
Strength JIS K 6251, ISO 37
ASTM D412 , BS 903 A.2
DIN 53504, CNS 3553:K 6344
GB/T 528
Elongation % Min. 300
Before Aging
JIS K 6253 , ISO 7619-1

ASTM D2240 , BS903 A.2
Hardness deg. Max. 84
DIN 53505, CNS 3555:K6346
GB/T 531
Standard
Change in Not less than

Tensile % 80% of
JIS K 6251, ISO 37
Strength Original value
ASTM D412 , BS 903 A.2
DIN 53504, CNS 3553:K 6344
After Aging Not less than
Change in GB/T 528
70º C x 96 hrs % 80% of
Elongation
aging through Original value
air heating
JIS K 6253 , ISO 7619-1
Original value ASTM D2240 , BS903 A.2
Hardness deg.
+8deg max. DIN 53505, CNS 3555:K6346
GB/T 531
JIS K 6262, ISO 815

Compression Set ASTM D395, BS903 A.6A
% Max. 30
70º C x 22 hrs heat treatment DIN ISO 815, CNS 3560:K6351,
GB/T 7759
Ozone Resistance JIS K 6259, ISO 1431-1

No cracking
20% strain, 40°C, 50pphm for 100 - ASTM D1149, BS ISO 1431-1
visible to eye
hours DIN 53509,GB/T 7762
1.5cc
Abrasion Resistance cc JIS K 6264, ISO 4649
(Max)
Option
JIS K 6252, ISO 34-1,

70
Tear Resistance kN/m ASTM D624, BS ISO 34-1,
(Min)
DIN ISO 34-1, GB/T 529
+10% by JIS K 6258, ISO 1817

Seawater Resistance
- volume ASTM D471, BS ISO 1817
95°C for 28 days (Max) DIN ISO 1817, GB/T 1690
Dynamic Fatigue† - 10,000 cycles -
Note: Bridgestone Marine Fender comes with Standard Testing Certification.

Option testing for rubber properties would incur additional cost.
†
Testing report available for Super Cell Fenders and Hyper Cell Fenders only

FENDER PERFORMANCE TEST

In Bridgestone, our fenders are tested for performance before they are delivered to the end users.
The fenders will be selected at random and compressed by a compression-testing machine up to the
rated deflection. The fender performance shall meet the specified values within the tolerance.
Performance Tolerance: Reaction Force +10%

Energy Absorption –10%
Test Lots: Ten (10) % of each size.
The fender performance is expressed by the value of the energy absorbed and reaction force thus
generated during fender compression at the prescribed deflection.
In the fender performance test, the fender shall be compressed axially under the constant-slow
velocity of 0.0003-0.0013 m/s (2-8 cm/min) for three (3) times up to the rated deflection.
The load and the deflection in each test shall be recorded. The average of 2nd and 3rd cycle
performance data shall be adopted to determine the reaction value and energy value of the fender.
The energy absorption and reaction force at the standard deflection must be within the tolerance
value. If performance results of any fender exceed the tolerance, the fender will be rejected.
DIMENSIONAL TOLERANCES
Pitch Circle Outer Base
Fender Height Bolt Hole
Diameter (P.C.D.) Diameter
Tolerance +4% / -2% ±4mm +4% / -2% ±2 mm

APPENDIX
TABLE OF VESSEL DATA
CONTAINER VESSEL
DWT DT Loa LPP W D Full Draft
(Metric tones) (Metric tones) (m) (m) (m) (m) (m)
7000 10700 123 115 20.3 9.8 7.2
10000 15100 141 132 22.4 11.3 8.0
15000 22200 166 156 25.0 13.3 9.0
20000 29200 186 175 27.1 14.9 9.9
25000 36100 203 191 28.8 16.3 10.6
30000 43000 218 205 30.2 17.5 11.1
40000 56500 244 231 32.3 19.6 12.2
50000 69900 266 252 32.3 21.4 13.0
60000 83200 286 271 36.5 23.0 13.8
GENERAL CARGO
1000 1690 67 62 10.8 5.8 3.9
2000 3250 83 77 13.1 7.2 4.9
3000 4750 95 88 14.7 8.1 5.6
5000 7690 111 104 16.9 9.4 6.6
7000 10600 123 115 18.6 10.4 7.4
10000 14800 137 129 20.5 11.6 8.3
15000 21600 156 147 23.0 13.1 9.5
20000 28400 170 161 24.9 14.3 10.4
30000 41600 193 183 27.8 16.2 11.9
40000 54500 211 200 30.2 17.6 13.0
RO-RO SHIP
1000 2190 73 66 14.0 6.2 3.5
2000 4150 94 86 16.6 8.4 4.5
3000 6030 109 99 18.3 10.0 5.3
5000 9670 131 120 20.7 12.5 6.4
7000 13200 148 136 22.5 14.5 7.2
10000 18300 169 155 24.6 17.0 8.2
15000 26700 196 180 27.2 20.3 9.6
20000 34800 218 201 29.1 23.1 10.7
30000 50600 252 233 32.2 27.6 12.4

BULK CARRIER
5000 6920 109 101 15.5 8.6 6.2
7000 9520 120 111 17.2 9.5 6.9
10000 13300 132 124 19.2 10.6 7.7
15000 19600 149 140 21.8 11.9 8.6
20000 25700 161 152 23.8 13.0 9.4
30000 37700 181 172 27.0 14.7 10.6
50000 61100 209 200 32.3 17.1 12.4
70000 84000 231 221 32.3 18.9 13.7
100000 118000 255 246 39.2 21.1 15.2
150000 173000 287 278 44.5 23.8 17.1
200000 227000 311 303 48.7 25.9 18.6
250000 280000 332 324 52.2 27.7 19.9
OIL TANKER
1000 1580 61 58 10.2 4.5 4.0
2000 3070 76 72 12.6 5.7 4.9
3000 4520 87 82 14.3 6.6 5.5
5000 7360 102 97 16.8 7.9 6.4
7000 10200 114 108 18.6 8.9 7.1
10000 14300 127 121 20.8 10.0 7.9
15000 21000 144 138 23.6 11.6 8.9
20000 27700 158 151 25.8 12.8 9.6
30000 40800 180 173 29.2 14.8 10.9
50000 66400 211 204 32.3 17.6 12.6
70000 91600 235 227 38.0 19.9 13.9
100000 129000 263 254 42.5 22.5 15.4
150000 190000 298 290 48.1 25.9 17.4
200000 250000 327 318 52.6 28.7 18.9
300000 368000 371 363 59.7 33.1 21.2
GAS CARRIER
1000 2480 71 66 11.7 5.7 4.6
2000 4560 88 82 14.3 7.2 5.7
3000 6530 100 93 16.1 8.4 6.4
5000 10200 117 109 18.8 10.0 7.4
7000 13800 129 121 20.8 11.3 8.1
10000 18900 144 136 23.1 12.9 9.0
15000 27000 164 154 26.0 14.9 10.1
20000 34800 179 169 28.4 16.5 11.0
30000 49700 203 192 32.0 19.0 12.3
50000 78000 237 226 37.2 22.8 12.3
70000 105000 263 251 41.2 25.7 12.3
100000 144000 294 281 45.8 29.2 12.3

FERRY
1000 1230 67 61 14.3 5.5 3.4
2000 2430 86 78 17.0 6.8 4.2
3000 3620 99 91 18.8 7.7 4.8
5000 5970 119 110 21.4 9.0 5.5
7000 8310 134 124 23.2 10.0 6.1
10000 11800 153 142 25.4 11.1 6.8
15000 17500 177 164 28.1 12.6 7.6
20000 23300 196 183 30.2 13.8 8.3
30000 34600 227 212 33.4 15.6 9.4
40000 45900 252 236 35.9 17.1 10.2
PASSENGER VESSEL
1000 1030 64 60 12.1 4.9 2.6
2000 1910 81 75 14.4 6.3 3.4
3000 2740 93 86 16.0 7.4 4.0
5000 4320 112 102 18.2 9.0 4.8
7000 5830 125 114 19.8 10.2 5.5
10000 8010 142 128 21.6 11.7 6.4
15000 11500 163 146 23.9 13.7 7.5
20000 14900 180 160 25.7 15.3 8.0
30000 21300 207 183 28.4 17.8 8.0
50000 33600 248 217 32.3 21.7 8.0
70000 45300 278 243 35.2 24.6 8.0
Note:
- All the vessel data listed here are taken from PIANC Working Group 33 of Maritime Navigation Commission with
confidence limit of 75%.
- Values shown are for reference only.

UNIT CONVERSION TABLE

LENGTH
Meter (m) Foot (ft) Inch (in)
1 3.2808 39.3701
0.3048 1 12.0
0.0254 0.0833 1
COATING THICKNESS
Mils Microns
1 25.4
AREA
Sq. Meter (m2) Sq. Feet (ft2) Sq. Inch (in2)
1 10.7639 1550.0
0.0929 1 144.0
0.645x103 6.9444x10-3 1
VELOCITY
m/s ft/s knot km/h mile/h
1 3.2808 1.9438 3.6000 2.2369
0.3048 1 0.5925 1.0973 0.6818
0.5144 1.6878 1 1.8520 1.1508
0.2778 0.9113 0.5400 1 0.6214
0.4470 1.4667 0.8690 1.6093 1
MASS
tonne (metric) Kip Long ton Short ton
1 2.2046 0.9842 1.1023
0.4536 1 0.4464 0.5
1.0161 2.24 1 1.12
0.9072 2.0 0.8929 1
FORCE
kN tonne (force) kip (force) pound (force)
1 0.102 0.225 225
9.81 1 2.2046 2204.6
4.45 0.454 1 1000
ENERGY
kNm or kJ tonne-m ft kip
1 0.102 0.774
9.81 1 7.24
1.36 0.138 1
PRESSURE
tonne/m2 kip/ft2 kPa psi Kg/cm2 MPa or N/mm2
1 0.205 9.81 1.4236 0.1000 0.00981
4.88 1 47.9 6.944 0.4880 0.04788
0.102 0.0209 1 0.1451 0.0102 0.00100
0.7024 0.144 6.89 1 0.0702 0.00689
10 2.05 98.1 14.236 1 0.0981
102 20.91 1000.62 145.207 10.2 1

LIST OF REFERENCE
EAU 1996, Empfehlungen des Arbeitsausschusses fur Ufereinfassungen

(Recommendations of the Committee for Waterfront Structures Harbours and Waterways EAU 1996, 7th English
version)
BS 6349: Part 4: 1994, Maritime structures, Code of practice for design of fendering and mooring systems
Port Engineering - Volume 1 - Per Bruun KUBO K. (1962):"A New Method for Estimation of Lateral Resistance of
Piles", Report of Port and Harbour Research Institute, Vol. 2, No, 3, 37 p 9 (in Japanese)
Technical Standards for Port and Harbour Facilities in Japan (1991): The overseas Coastal Development Institute
of Japan, pp.156-161
UEDA S, K. TAKAHASHI, S. ISOZAKI, H. SHIMAOKA, S. KIUCHI and H. SHIRATANI (1993), "Design Method of
Single Pile Dolphin Made of High Tensile Steel", Proc. Of Pacific Congress on Marine Science and Technology
(PACOM '93) 1993.6, pp 446-475
ROM 0.2 - 90, Actions in the Design of Maritime and Harbor Works, April 1990
PIANC WG 24 (1995): Criteria for Movements of Moored Vessels in Harbours - A Practical Guide, supplement to
Bulletin No.88, 35p.
UEDA S. and SHIRAISHI S. (1992), On the Design of Fenders Based on the Vessel Oscillations Moored in Quay
Walls, Technical Note of Port and Harbour Research Institute, 55p (in Japanese)
PIANC, Report on the International Commission for Improving the Design of Fender System, Supplement to
Bulletin No. 45(1984).
PIANC 2002, Guidelines For the Design of Fender Systems: 2002, Report of Working Group 33
THORESEN C.A, Port Design, Guidelines and Recommendation, Tapir Publishers, Trondheim, Norway, 1988.
OCIMF, Vessel to vessel transfer guide (Petroleum) 1997
OCIMF, Vessel to vessel transfer guide (Liquefied gases) 1995
SHIGERU UEDA, RYO UMEMURA, SATORU SHIRAISHI, SHUJI YAMAMOTO, YASUHIRO AKAKURA and
SEIGI YAMASE, Statistical Design of Fenders, Proceedings of the International Offshore and Polar Engineering
Conference, June 2001, pp. 583-588
Technical Standards and Commentaries for Port and Harbour Facilities in Japan, 2002
The Overseas Coastal Area Development Institute of Japan.
DISCLAIMER
Information contained in this catalogue is for general reference purposes only. The information is provided by
Bridgestone and while we endeavour to keep the information up to date and correct, we make no representations
or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or
availability with respect to the catalogue or the information, products, services, or related graphics contained on
this document for any purpose. Readers are advised to seek Bridgestone’s confirmation on the specification.
Bridgestone reserve the rights to modify and change the information with or without prior notice.

Bridgestone Head Office, Japan

Tel: +81-3-5202-6884
Fax: +81-3-5202-6887
Email: mf.z-xz@bridgestone.co.jp
Asian Office North and South American

Tel: +60-3-89962670 Head Office, Nashville
Fax: +60-3-89962690 Tel: +1-615-365-0600
Email: info@bridgestone.com.my Fax: +1-615-365-9946
Western North American Office, European Office

Los Angeles Tel:+49 (0) 6251 690 396
Tel: +1(949)709-0929 Fax:+49 (0) 6251 690 397
Fax: +1(949)709-0993 Email: marine-civil@bridgestone-industial.de
Email: marinefenders@bep-usa.com
Eastern North American Office, Australian Office

New York Tel: +61-(0)8-9250-0600
Tel: +1-212-496-1487 Tel: +61-(0)8-9250-0601
Fax: +1-212-496-1542 Email: info@bsea.com.au
Email: marinefenders @bep-usa.com
www.bridgestoneindustrial.com
© Copyright 2011 Bridgestone Corporation

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MARINE FENDER SYSTEMS

“Serving Society with Superior Quality”

© Copyright 2011 Bridgestone Corporation 1

BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW

Hyper Cell (HC)

Super Cell (SUC)

Dyna Arch (DA)

Super Arch (SA)

Small Craft Fender

- Cylindrical Fender • Fishing Port

- W Fender • General Cargo Berth

© Copyright 2011 Bridgestone Corporation 2

© Copyright 2011 Bridgestone Corporation 3

3. HYPER CELL FENDER (HC)

FEATURES OF HYPER CELL FENDERS

• High energy absorption with relatively low reaction

Hyper Cell fenders FEA model of Hyper Cell fender

© Copyright 2011 Bridgestone Corporation 4

HYPER CELL FENDER PERFORMANCE

70.0% (J1, J2 & J3 Deflection)

© Copyright 2011 Bridgestone Corporation 5

HYPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE

Compression Angle (Degrees) 0 3 5 6 7 10 15 20

Performance Grades J1, J2 & J3

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HYPER CELL FENDER DIMENSIONS

HC400H 400 340 640 260 560 M16 28 4 (6)* 21 21

FENDER BODY APPROXIMATE MASS

Fender Size Approximate Mass (kg)

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HYPER CELL FENDER FIXING BOLT LOCATIONS

HC600H M24 6 810 405 701

HC700H M24 6 945 473 818

HC800H M27 6 1080 540 935

HC900H M27 M30 6 1215 608 1052

HC1000H M30 M36 6 1350 675 1169

HC1150H M36 M42 6 1550 775 1342

HC1300H M36 M42 8 1755 672 1241

HC1400H M36 M42 8 1890 723 1336

© Copyright 2011 Bridgestone Corporation 8

4. SUPER CELL FENDER (SUC)

FEATURES OF SUPER CELL FENDERS

• High energy absorption with relatively low reaction force

Super Cell Fenders

© Copyright 2011 Bridgestone Corporation 9

SUPER CELL FENDER PERFORMANCE

© Copyright 2011 Bridgestone Corporation 10

SUPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE

Compression Angle (Degree) 0 3 5 6 7 10 15 20

Finite Element Model of Super Cell fender

© Copyright 2011 Bridgestone Corporation 11

SUPER CELL FENDER DIMENSIONS

SUC400H 400 650 550 4 30 30 17 75

SUC500H 500 650 550 4 28 28 18 100

SUC630H 630 840 700 4 28 30 25 210

SUC800H 800 1050 900 6 28 30 30 405

SUC1000H 1000 1300 1100 6 35 39 35 765

SUC1150H 1150 1500 1300 6 40 44 37 1155

SUC1250H 1250 1650 1450 6 39 44 40 1495

SUC1450H 1450 1850 1650 6 47 53 42 2165