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Fenders - Best practice examples

With a clear sense of responsibility and a commitment to high-performance products, we see it as our mission to share our knowledge and best practice cases with the industry and our clients.

Fender design is a complex subject. We therefore take it in small bites and explain selected cases for you in detail in this section: FENDERS - BEST PRACTICE EXAMPLES

Learn more about rubber compound, fender testing, load cases, maintenance, and get tips from a fender expert. Enjoy ⤵️

⚓️ How to avoid that a Chemical Anchor is pulled out of the concrete?

[28.03.2023]

𝗔𝗻𝗰𝗵𝗼𝗿𝘀 for fender systems secure the fender system and its components to the substructure.
To avoid being pulled out of the concrete is all about being threaded and a strong bonding. 

 

First of all, we distinguish between Cast-in Anchors and Chemical Anchors: 

Cast-In Anchors for a new concrete structure
Chemical Anchors for existing concrete structures 

𝖠 𝗌𝗉𝖾𝖼𝗂𝖺𝗅 𝗇𝗈𝗍𝖾 𝗈𝗇 𝖢𝗁𝖾𝗆𝗂𝖼𝖺𝗅 𝖠𝗇𝖼𝗁𝗈𝗋𝗌: The threaded rod of the anchor is bonded with special high-strength resin-grout into a drilled hole. It is therefore essential that the chemical anchor is 𝘁𝗵𝗿𝗲𝗮𝗱𝗲𝗱 so that the grout can set in the threads and 𝗱𝗲𝘃𝗲𝗹𝗼𝗽 𝗮 𝘀𝘁𝗿𝗼𝗻𝗴 𝗯𝗼𝗻𝗱𝗶𝗻𝗴 with the concrete 🔄 - especially when the selected anchors deviate from standard 8.8 Chemical Anchors (e.g. as stainless steel). 

𝗜𝗳 𝘁𝗵𝗶𝘀 𝗶𝘀 𝗺𝗶𝘀𝘀𝗶𝗻𝗴, 𝘁𝗵𝗲𝗿𝗲 𝗶𝘀 𝗮 𝘃𝗲𝗿𝘆 𝗵𝗶𝗴𝗵 𝗰𝗵𝗮𝗻𝗰𝗲 𝘁𝗵𝗮𝘁 𝘁𝗵𝗲 𝗮𝗻𝗰𝗵𝗼𝗿 𝗺𝗮𝘆 𝗯𝗲 𝗽𝘂𝗹𝗹𝗲𝗱 𝗼𝘂𝘁 𝗼𝗳 𝘁𝗵𝗲 𝗰𝗼𝗻𝗰𝗿𝗲𝘁𝗲 𝗱𝘂𝗿𝗶𝗻𝗴 𝘁𝗵𝗲 𝗯𝗲𝗿𝘁𝗵𝗶𝗻𝗴 𝗽𝗿𝗼𝗰𝗲𝘀𝘀.  

Our international experts in the different SFT offices around the world are very happy to be in touch with you for further questions about anchors.  

📧 You can reach them via email or our contact form at https://www.shibata-fender.team/en/contact.html  

 

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🔬 𝗩𝗲𝗿𝗶𝗳𝗶𝗰𝗮𝘁𝗶𝗼𝗻 𝘁𝗲𝘀𝘁𝗶𝗻𝗴 𝗱𝗲𝘁𝗲𝗿𝗺𝗶𝗻𝗲𝘀 𝘁𝗵𝗮𝘁 𝘆𝗼𝘂 𝘁𝗿𝘂𝗹𝘆 𝗿𝗲𝗰𝗲𝗶𝘃𝗲 𝘄𝗵𝗮𝘁 𝘆𝗼𝘂 𝗼𝗿𝗱𝗲𝗿𝗲𝗱

[14.03.2023]

❓ What is the best way for you to ensure that the final fender and the material used are compliant with your individual project requirements before the fenders are shipped to their new home ⚓️?

 

Once the specific parameters and requirements for your project have been determined, the manufacturer starts with the manufacturing of your customized fenders.

Ensuring compliance with your requirements is done via the so-called 𝗩𝗲𝗿𝗶𝗳𝗶𝗰𝗮𝘁𝗶𝗼𝗻 𝗧𝗲𝘀𝘁𝗶𝗻𝗴 - the most relevant fender testing procedure as it confirms the performance and material quality of the product.

Verification testing consists of:

☑️ material testing
☑️ traceability
☑️ performance testing
☑️ verification of dimensions
☑️ visual checking

 

The first one is done on the actual rubber compound used for the production of the fender, whereas the other test procedures are performed on the final fender that has been produced for your individual project.

All of them are covered in more depth in our 𝗪𝗵𝗶𝘁𝗲 𝗣𝗮𝗽𝗲𝗿 #𝟰 ‘𝗧𝗲𝘀𝘁𝗶𝗻𝗴 – 𝗔 𝗯𝗲𝘀𝘁-𝗽𝗿𝗮𝗰𝘁𝗶𝗰𝗲 𝗮𝗽𝗽𝗿𝗼𝗮𝗰𝗵’. ⬅️ Download it from our website and Join The Safe Side.

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📕 What does British Standard 6349-1-4-2021 really say about rubber compounds? And what doesn’t it?

[28.02.2023]

The newest British Standard, 𝗕𝗦 𝟲𝟯𝟰𝟵-𝟭-𝟰-𝟮𝟬𝟮𝟭, a ‘Code of practice for materials’, gives recommendations for the materials used in the design and construction of maritime environment structures with specific provisions for use in seawater.

💬  What does it tell us? And more important, what doesn’t it ❌?  

𝟭 It is specifically mentioned that this code of practice takes the form of 𝗿𝗲𝗰𝗼𝗺𝗺𝗲𝗻𝗱𝗮𝘁𝗶𝗼𝗻 𝗮𝗻𝗱 𝗴𝘂𝗶𝗱𝗮𝗻𝗰𝗲 and is 𝗻𝗼𝘁 to be quoted as if it was a specification (see Foreword V).

𝟮 If a 𝗱𝗲𝘀𝗶𝗴𝗻𝗲𝗿 plans to specify a compound including semi-reinforcing fillers, specialist advice should be obtained from the manufacturer – it is 𝗻𝗼𝘁 the obligation of the manufacturer to detail the components of their compounds (see 16.1.3/16.1.4).

𝟯 It introduces a 𝟱% 𝗹𝗶𝗺𝗶𝘁 to fillers in rubber compounds – don’t let yourself be fooled here: the 5% limit is for inert and extending fillers, 𝗻𝗼𝘁 for common semi-reinforcing fillers with very small particle sizes (see 16.1.3).

𝟰 It explains that if a 𝗧𝗚𝗔 testing (Thermogravimetric Analysis) is performed on a test sample and the finished fender, and results are then compared, that 𝗱𝗲𝘃𝗶𝗮𝘁𝗶𝗼𝗻𝘀 𝗰𝗮𝗻 𝗼𝗰𝗰𝘂𝗿, even between samples from the same batch, especially if different laboratories are used and if solvent extraction is not performed on both parts. It does 𝗻𝗼𝘁 say that a TGA test gives an indication of quality or durability – this can only be done by physical property and durability testing (see 16.1.5).

International standards and guidelines are usually very comprehensive documents and not easy to be analyzed.

📱 📧  If you have further questions about the new British Standard BS 6349-1-4-2021, 𝗴𝗲𝘁 𝗶𝗻 𝘁𝗼𝘂𝗰𝗵 𝘄𝗶𝘁𝗵 𝗼𝘂𝗿 𝗳𝗲𝗻𝗱𝗲𝗿 𝗲𝘅𝗽𝗲𝗿𝘁𝘀 who are available for you worldwide 🌎

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💫 Fender design is not about beliefs; it is about facts ❗️

[14.02.2023]

❗️ Fenders are of paramount importance in securing port infrastructures and creating a safe environment for ships and crews – they need to perform as expected throughout their entire service life, even in the most remote locations and under harshest conditions.

❗️ Fender Design builds on the foundation of engineering excellence and skilled specialists with a long proven track record in the maritime construction industry.
❗️ All steps of fender design go hand in hand and influence each other - all the components of a fender system must be designed in the correct balance and work together properly.
❗️ This concept, a ‘holistic approach to fender system design’, considers a fender system as a whole, taking into account the project conditions, its different components as well as its manufacturing process.

💫 What is about beliefs, is the 𝗲𝘁𝗵𝗶𝗰𝘀 𝗼𝗳 𝗮 𝗺𝗮𝗻𝘂𝗳𝗮𝗰𝘁𝘂𝗿𝗲𝗿.
A durable fender is the physical evidence of a corporate culture that puts the performance requirements of the customer first in determining product quality, and not the company’s own need for market differentiation.

SFT believes in more 𝘁𝗿𝗮𝗻𝘀𝗽𝗮𝗿𝗲𝗻𝗰𝘆 in fender production in order to ensure quality standards that are driven by a commitment to high-performance products and a clear sense of responsibility.

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🔃 Cyclic load cases - Part II

[31.01.2023]

𝗜𝗳 𝗻𝗼𝘁 𝗱𝗲𝘀𝗶𝗴𝗻𝗲𝗱 𝗳𝗼𝗿 𝗰𝘆𝗰𝗹𝗶𝗰 𝗼𝗿 𝗰𝗼𝗻𝘀𝘁𝗮𝗻𝘁 𝗹𝗼𝗮𝗱𝘀 𝗯𝘂𝘁 𝗯𝗲𝗶𝗻𝗴 𝗲𝘅𝗽𝗼𝘀𝗲𝗱 𝘁𝗼 𝘀𝘂𝗰𝗵, 𝗮𝗻𝘆 𝗳𝗲𝗻𝗱𝗲𝗿 𝘄𝗶𝗹𝗹 𝗳𝗮𝗶𝗹.

Unlike berthing loads, which are individual impacts isolated over time, cyclic loads have a certain constant period of oscillation, while constant loads are permanent. These loads can cause cyclic or permanent deflections. The consequences are severe!

If a fender is not designed for cyclic or constant loads but then being exposed to it, e.g.  10 deflections per minute, there are two components that could lead to failures:
①one is the heat build-up in the fender (fatigue)
② and the other is the overstress of the rubber, leading to early deterioration of materials and a premature failure

What makes a difference is a thorough mooring and berthing analysis and a customized design of the fender system, taking into account all project requirements – a holistic approach to fenders system design. This is also addressed and picked up by industry guidelines and standards to improve the safety and efficiency in the industry.

Summing up:
☑️ Choose a fender manufacturer who focuses on a holistic approach
☑️ Make sure all conditions of the cyclic and constant loads are analyzed and well known before the fender design phase starts
☑️ Receive a customized fender system for your requirements to protect your quay wall, avoid accidents and downtime

Join the safe side – Work with ShibataFenderTeam.

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🔃 Cyclic load cases - Part I

[17.01.2023]

What are 𝗰𝘆𝗰𝗹𝗶𝗰 𝗮𝗻𝗱 𝗰𝗼𝗻𝘀𝘁𝗮𝗻𝘁 𝗹𝗼𝗮𝗱𝘀 and how do they affect the design of a fender? To find out, we need to go back one step, to the 𝗱𝗶𝗳𝗳𝗲𝗿𝗲𝗻𝗰𝗲 𝗯𝗲𝘁𝘄𝗲𝗲𝗻 𝗮 𝗯𝗲𝗿𝘁𝗵𝗶𝗻𝗴 𝗮𝗻𝗮𝗹𝘆𝘀𝗶𝘀 𝗮𝗻𝗱 𝗮 𝗺𝗼𝗼𝗿𝗶𝗻𝗴 𝗮𝗻𝗮𝗹𝘆𝘀𝗶𝘀.

Where the berthing analysis focuses on the kinetic energy of the vessel during berthing, the mooring analysis focuses on forces on the berthed vessel, that are due to wind, current, tension lines and others. A thorough mooring analysis can prevent the fender from damages and failure. Here is how:

The mooring analysis might reveal that load cases need to be considered that include 𝗰𝘆𝗰𝗹𝗶𝗰 𝗮𝗻𝗱 𝗰𝗼𝗻𝘀𝘁𝗮𝗻𝘁 𝗹𝗼𝗮𝗱𝘀. The main difference here is that with cyclic loads, there is an oscillation motion, whereas constant loads deflect the fender permanently until release of the vessel. Both loads could also occur simultaneously, which poses potential design challenges to the fender and its life cycle.


Examples for cyclic and constant load cases are permanent mooring situations, like
➡️ FSRU’s
➡️ floating docks
➡️ stationary vessels, like museum vessels (e.g. the barque ‘Peking’ in Hamburg)

Taking into account cyclic and constant loads during the design process, the designer needs to focus on the 𝗳𝗲𝗻𝗱𝗲𝗿’𝘀 𝗿𝗲𝗮𝗰𝘁𝗶𝗼𝗻 𝗳𝗼𝗿𝗰𝗲, to make sure that wind and other loads do not exceed the load limits of a fender. But most important, the 𝗱𝗲𝗳𝗹𝗲𝗰𝘁𝗶𝗼𝗻 𝗼𝗳 𝘁𝗵𝗲 𝗳𝗲𝗻𝗱𝗲𝗿 under cyclic and constant loads should be limited.

That could be achieved by  
☑️ a correct mooring arrangement, and/or
☑️ an oversized fender where the expected loads correspond to a 5-10% deflection of the fender.

📝 𝘍𝘦𝘯𝘥𝘦𝘳𝘴 𝘰𝘧 𝘢𝘭𝘭 𝘵𝘺𝘱𝘦𝘴, 𝘨𝘳𝘢𝘥𝘦𝘴, 𝘲𝘶𝘢𝘭𝘪𝘵𝘪𝘦𝘴, 𝘱𝘳𝘪𝘤𝘦𝘴 𝘢𝘯𝘥 𝘧𝘳𝘰𝘮 𝘢𝘭𝘭 𝘮𝘢𝘯𝘶𝘧𝘢𝘤𝘵𝘶𝘳𝘦𝘳𝘴 𝘸𝘪𝘭𝘭 𝘧𝘢𝘪𝘭 𝘪𝘧 𝘯𝘰𝘵 𝘥𝘦𝘴𝘪𝘨𝘯𝘦𝘥 𝘧𝘰𝘳 𝘤𝘺𝘤𝘭𝘪𝘤 𝘰𝘳 𝘤𝘰𝘯𝘴𝘵𝘢𝘯𝘵 𝘭𝘰𝘢𝘥𝘴 𝘣𝘶𝘵 𝘣𝘦𝘪𝘯𝘨 𝘦𝘹𝘱𝘰𝘴𝘦𝘥 𝘵𝘰 𝘴𝘶𝘤𝘩.

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🔑 3 Maintenance Levels to follow 🔍

[13.12.2022]

🔧 Maintenance is an important topic but also extensive and not always easy to grasp. So where to start? A maintenance checklist is already a helpful tool – if this is even topped up by a list of 𝗺𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲 𝗹𝗲𝘃𝗲𝗹𝘀 and detailed instructions, you are ready to go.

We recommend these three maintenance levels:
𝗟𝗲𝘃𝗲𝗹 𝟭: 𝗖𝗹𝗼𝘀𝗲 𝘃𝗶𝘀𝘂𝗮𝗹 𝗶𝗻𝘀𝗽𝗲𝗰𝘁𝗶𝗼𝗻
Every 6 months or 1 year, depending on component

𝗟𝗲𝘃𝗲𝗹 𝟮: 𝗜𝗻𝘁𝗲𝗿𝗶𝗺 𝗺𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲
For most components every 4-6 years

𝗟𝗲𝘃𝗲𝗹 𝟯: 𝗠𝗮𝗷𝗼𝗿 𝗺𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲 𝗼𝗿 𝗼𝘃𝗲𝗿𝗵𝗮𝘂𝗹
For most components every 15-25 years

👉 If you like to get assistance on how to approach the maintenance of your installations, feel free to get in touch with your local SFT office - we offer 𝗶𝗻𝘀𝗽𝗲𝗰𝘁𝗶𝗼𝗻 𝘃𝗶𝘀𝗶𝘁𝘀 𝘆𝗲𝗮𝗿 𝗿𝗼𝘂𝗻𝗱. In some cases, these are done in cooperation with our local agents.

Rely on our expertise and receive a customized maintenance schedule to prevent wear and tear and possible costly damages. Further information on maintenance levels – download our IOM (maintenance manual) for free: https://lnkd.in/eeDXtJQG

▶️ Join the safe side – Work with ShibataFenderTeam ◀️

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🔨 Maintenance Inspection Periods. 4 reasons why preventive maintenance should not be ignored 🔦

[29.11.2022]

⛵️Where no maintenance of your fender systems can lead to...
The 𝗴𝗼𝗮𝗹 𝗼𝗳 𝗮𝗻𝘆 𝗺𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲 𝗽𝗿𝗼𝗴𝗿𝗮𝗺 is to avoid or reduce the consequences of failure of equipment whilst maintaining safety at all times with a low financial impact. 

With a preventive maintenance program in place, your equipment is regularly checked for wear and tear – and it is possible to replace or repair worn components before they cause a failure. 

𝗧𝗵𝗲𝘀𝗲 𝗮𝗿𝗲 𝘁𝗵𝗲 𝟰 𝗿𝗲𝗮𝘀𝗼𝗻𝘀 𝘄𝗵𝘆 𝗽𝗿𝗲𝘃𝗲𝗻𝘁𝗶𝘃𝗲 𝗺𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲 𝘀𝗵𝗼𝘂𝗹𝗱 𝗻𝗼𝘁 𝗯𝗲 𝗶𝗴𝗻𝗼𝗿𝗲𝗱:
✔️ Enable safe and efficient operations at the port
✔️ Reduce the potential for accidents
✔️ Increase the operational life of marine fenders
✔️ Reduce operational costs

Remember: The cost for downtime of the berth, liability claims and the cost to repair potential damages is always higher than carrying out a preventive maintenance program or repair equipment/order spare parts.

An ideal and well executed maintenance program would ensure 𝘇𝗲𝗿𝗼 𝗱𝗼𝘄𝗻𝘁𝗶𝗺𝗲.

For more information on maintenance, visit our website to download our 𝗜𝗻𝘀𝘁𝗮𝗹𝗹𝗮𝘁𝗶𝗼𝗻, 𝗢𝗽𝗲𝗿𝗮𝘁𝗶𝗼𝗻 𝗮𝗻𝗱 𝗠𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲 𝗠𝗮𝗻𝘂𝗮𝗹 and our free 𝗺𝗮𝗶𝗻𝘁𝗲𝗻𝗮𝗻𝗰𝗲 𝗰𝗵𝗲𝗰𝗸𝗹𝗶𝘀𝘁 (available in 7 languages).

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🍎 3 technical details in specifications you should not miss when comparing quotations with specifications

[15.11.2022]

“Compare apples with apples” – this has always been a wise counsel and still is when speaking about high-quality durable fender systems.  

Quotations are based on project specifications – or at least they should be. ❌ But what if not? 

Project specifications allow clients to detail their specific project needs and to ensure a common basis for expected quotations, and at the same time they give guidance for equipment suppliers/manufacturers to prepare their quotations.

But what if quotations aren’t based on specifications and it is therefore not possible to compare them? Not quoting to specifications usually goes along with a lower price, making it difficult for the client to compare apples with apples 🍎.   

When it comes to high-quality durable fender systems, the following 3 technical details should not be missed:   

𝟭. 𝗠𝗮𝘁𝗲𝗿𝗶𝗮𝗹 𝘀𝗽𝗲𝗰𝗶𝗳𝗶𝗰𝗮𝘁𝗶𝗼𝗻𝘀
𝟮. 𝗦𝗽𝗲𝗰𝗶𝗳𝗶𝗲𝗱 𝗹𝗼𝗮𝗱 𝗰𝗮𝘀𝗲𝘀
𝟯.𝗖𝗼𝗮𝘁𝗶𝗻𝗴 𝗿𝗲𝗾𝘂𝗶𝗿𝗲𝗺𝗲𝗻𝘁𝘀  

If you are in doubt, it is better to double check with the suppliers and get detailed written confirmation for any item with ambiguity.   

The SFT Group is your partner and you can rely on us – always.

 

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🔶 Why fender selection cannot be automated ◀️

[01.11.2022]  💦

⚡️ Fender manufacturers offer a wide range of fender types suitable for different requirements. The purpose of fenders is to 𝗮𝗯𝘀𝗼𝗿𝗯 the kinetic energy of berthing vessels 🚢, and on the other hand, to 𝘁𝗿𝗮𝗻𝘀𝗳𝗲𝗿 the reaction force via different components of the fender system onto the vessel hull and into the berth substructure.

High energy absorption while having acceptable reaction forces is key to a good fender system design. However, simply calculating 📐 the berthing energy requirements results in a long list of suitable fender types and sizes. 

  

 

Fender manufacturers offer a wide range of fender types suitable for different requirements. The purpose of fenders is to 𝗮𝗯𝘀𝗼𝗿𝗯 the kinetic energy of berthing vessels 🚢, and on the other hand, to 𝘁𝗿𝗮𝗻𝘀𝗳𝗲𝗿 the reaction force via different components of the fender system onto the vessel hull and into the berth substructure. High energy absorption while having acceptable reaction forces is key to a good fender system design. However, simply calculating 📐 the berthing energy requirements results in a long list of suitable fender types and sizes.
  

How to select the right fender? 

There are many other factors which need to be considered, like: vessel details (e.g. vessel type, hull pressure, beltings), berthing information (e.g. berthing mode, type of substructure, fender spacing, stand-off requirements), project conditions 🌊, preferences of the client 📝, and more. Selecting the right fender for your specific project needs a unique approach and cannot be done by an automated tool. The topic of fender selection again shows why it is beneficial to rely on 𝗽𝗲𝗿𝘀𝗼𝗻𝗮𝗹 𝗲𝘅𝗽𝗲𝗿𝘁𝗶𝘀𝗲 𝗮𝗻𝗱 𝗲𝘅𝗽𝗲𝗿𝗶𝗲𝗻𝗰𝗲.
  

Contact us 📞 📧 for a 𝗳𝗿𝗲𝗲 𝗰𝗼𝗻𝘀𝘂𝗹𝘁𝗮𝘁𝗶𝗼𝗻 – we are available already at the design stage of your project: https://bit.ly/33M08vp 

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➰ Holistic Approach Part III

18.10.2022] 

A complex route lies ahead to get a high-quality and durable fender system to protect vessels 🚤, port infrastructure and people 👷.  

Three aspects need to be taken into account when following 𝗮 𝗵𝗼𝗹𝗶𝘀𝘁𝗶𝗰 𝗮𝗽𝗽𝗿𝗼𝗮𝗰𝗵 𝘁𝗼 𝗳𝗲𝗻𝗱𝗲𝗿 𝘀𝘆𝘀𝘁𝗲𝗺 𝗱𝗲𝘀𝗶𝗴𝗻. 

PART III explains why the manufacturing process makes a difference.  

 

 

The 𝙢𝙖𝙣𝙪𝙛𝙖𝙘𝙩𝙪𝙧𝙞𝙣𝙜 𝙥𝙧𝙤𝙘𝙚𝙨𝙨 of the rubber unit plays a vital part in the ultimate performance of a fender system, same as for steel parts and PE. A holistic approach ensures that all manufacturing steps are interconnected, from compounding to mixing, molding/manufacturing, curing and de-molding. 

There is a common misconception in the industry that good raw material alone will ensure a high-quality fender – this is not the full story 🔬. Of course, good raw material is very important and the foundation, but there is a lot more. If a rubber unit is produced from the best raw material and with a balanced compounding, a wrong mixing process or low-quality equipment can still harm the final quality of the rubber unit.

The lack of this holistic approach concept in industry standards 📑  and the many examples of poor fender system design around the world emphasize the need for more attention to this topic. Already in a first step, the awareness of all the aspects and their interconnection will increase the understanding in the industry about potential problems with fender system design. 

SFT owns and operates first class 𝗺𝗮𝗻𝘂𝗳𝗮𝗰𝘁𝘂𝗿𝗶𝗻𝗴 𝗳𝗮𝗰𝗶𝗹𝗶𝘁𝗶𝗲𝘀 for rubber fenders, steel panels, foam fenders and PE plates. All SFT fenders are designed and manufactured following a holistic approach. Join the safe side – Work with ShibataFenderTeam. 

 

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💭 Holistic Approach Part II🔑

[04.10.2022]

A complex route lies ahead to get a high-quality and durable fender system to protect vessels 🚤, port infrastructure and people 👷.  

A holistic approach to fender system design ensures that a fender system performs as expected and that the safety in marine operations is not at stake. PART II deals with the question ‘What is so important about the different components of a fender system and their interaction?’  

A fender system is made of 𝙙𝙞𝙛𝙛𝙚𝙧𝙚𝙣𝙩 𝙘𝙤𝙢𝙥𝙤𝙣𝙚𝙣𝙩𝙨: rubber unit, steel panel, chains, anchors, fixings and PE plates. A holistic approach makes sure they are all designed in the correct balance and work together properly. Since the rubber units are mostly standardized in the industry, the main engineering and design challenge is with the steel panels, chains and the corresponding anchorage.  

Typical problems in poor fender system design are: 

the rubber fender position on the panel,

chain layout,  

the steel panel’s internal structure,  

UHMW-PE protection pads, and  

coating system.

The picture below gives a good example of three typical problems of poor fender system design: Unfavorable panel position (P1), chains with incorrect angle (P2) and low rubber quality with incorrect design (P3). 

Poor fender system design has many faces with severe consequences for ports, ships and people. These are often a dramatic reduction in the operational life of the system. Several measures help to prevent failures and minimize risks and they all follow 𝗮 𝗵𝗼𝗹𝗶𝘀𝘁𝗶𝗰 𝗮𝗽𝗽𝗿𝗼𝗮𝗰𝗵 𝘁𝗼 𝗳𝗲𝗻𝗱𝗲𝗿 𝘀𝘆𝘀𝘁𝗲𝗺 𝗱𝗲𝘀𝗶𝗴𝗻. It is of vital importance for your project to have a partner at your side who has a proven track record and experience with the design and manufacturing of high-quality fender systems.  

All SFT fenders are designed and manufactured following a holistic approach. Join the safe side – Work with ShibataFenderTeam.

Our video shows how a fender system comes to life 🚀.

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💡Holistic Approach Part I 📐

[20.09.2022] 

💡 What is a holistic approach to fender system design and how do ports benefit from it? 📐

A complex route lies ahead to get a high-quality and durable fender system to protect vessels 🚤, port infrastructure and people 👷.  

Many different aspects need to be taken into account when designing a fender system. If the focus is only on a few of those aspects, the quality, durability and the guaranteed safety that is expected from a fender are lacking. This is why a 𝗵𝗼𝗹𝗶𝘀𝘁𝗶𝗰 𝗮𝗽𝗽𝗿𝗼𝗮𝗰𝗵 is needed, taking these three aspects into account and treating a fender system as one:  

  1. 𝙥𝙧𝙤𝙟𝙚𝙘𝙩 𝙘𝙤𝙣𝙙𝙞𝙩𝙞𝙤𝙣𝙨
  2. 𝙙𝙞𝙛𝙛𝙚𝙧𝙚𝙣𝙩 𝙘𝙤𝙢𝙥𝙤𝙣𝙚𝙣𝙩𝙨 𝙤𝙛 𝙖 𝙛𝙚𝙣𝙙𝙚𝙧 𝙨𝙮𝙨𝙩𝙚𝙢 𝙖𝙣𝙙 𝙩𝙝𝙚𝙞𝙧 𝙞𝙣𝙩𝙚𝙧𝙖𝙘𝙩𝙞𝙤𝙣
  3. 𝙢𝙖𝙣𝙪𝙛𝙖𝙘𝙩𝙪𝙧𝙞𝙣𝙜 𝙥𝙧𝙤𝙘𝙚𝙨𝙨.

Only when all of these aspects are valued equally, are interconnected and seen as one single process, will the fender system perform as expected.  

 

PART I: What is so important about project conditions?  

𝙋𝙧𝙤𝙟𝙚𝙘𝙩 𝙘𝙤𝙣𝙙𝙞𝙩𝙞𝙤𝙣𝙨, such as berthing energy or local weather, are very individual and have a tremendous impact on the fender design. If something goes wrong with the berthing energy calculation of vessels, the entire waterfront design could be at risk.  

Those aspects, and the different characteristics of various fender types are to be incorporated in the fender design process. Our in-house engineering team relies on years of experience in the maritime industry and considers all the many conditions to design a unique fender system.

All SFT fenders are designed and manufactured following a holistic approach. Join the safe side – Work with ShibataFenderTeam. 

https://www.shibata-fender.team/en/solutions/consulting.html  

 

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💡 Why is low compression set so important for foam fenders?

[06.09.2022]

⚠️Compression set is an important metric for foam fenders and can have significant impacts on their performance. But first of all, what is compression set?
𝗖𝗼𝗺𝗽𝗿𝗲𝘀𝘀𝗶𝗼𝗻 𝘀𝗲𝘁 is the amount of permanent deformation of a material after it had been compressed. Or seeing it from another perspective, it is the percentage that a material fails to recover of its original height after being compressed.

Or seeing it from another perspective, it is the percentage that a material fails to recover of its original height after being compressed. For example, a compression set for foam fenders of 20% indicates that the foam fender only regained 80% of its uncompressed diameter.
There are several 𝗿𝗲𝗮𝘀𝗼𝗻𝘀 for that:  

overloading

insufficient foam density for the application 

manufacturing method 

Fenders which are laminated with small strips of foam are more prone to that, due to the higher probability of gaps in-between the layers and potential bonding failures between layers. This can be avoided by using wide sheets of 1.5m – 2m, which is the SFT standard. 

 

𝗖𝗼𝗻𝘀𝗲𝗾𝘂𝗲𝗻𝗰𝗲𝘀 are simple but severe. If a foam fender’s compression set is too high, it’s diameter is smaller than before. This can lead to  

Clearance issues especially for ship-to-ship operations 

Reduced energy absorption of the fender 

Smaller deflection as the fender only recovers to a smaller amount of its original diameter 

Reduced life time, higher cost of ownership to the early replacements 

Fender is less sustainable as the foam core is permanently damaged and the fender needs to be replaced

Manufacturing and designing foam fenders requires longstanding expertise and skills – something where you can truly rely on us. We manufacture foam fenders of various sizes at our own production facility in Germany, from Ocean Guard Fenders, to Donut Fenders, to Buoys.  

Learn more about Foam Fenders

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🔬 Why a fender system without chains is not recommended

{09.08.2022]

The very same fender system at exactly the opposite stage of its life cycle 🔁
A fender system needs several types of chains to perform as expected – weight chains, tension chains, and sometimes also shear chains. Each chain type has its own responsibility: 

The very same fender system at exactly the opposite stage of its life cycle 🔁 

A fender system needs several types of chains to perform as expected – weight chains, tension chains, and sometimes also shear chains. Each chain type has its own responsibility: 

The 𝘄𝗲𝗶𝗴𝗵𝘁 𝗰𝗵𝗮𝗶𝗻 of a fender system supports the weight of the panel and avoids sagging  and is providing support in cases of vertical shear. It is the only chain that works 24/7, the other chains are only active when the fender is being compressed.  

An incorrect 𝘁𝗲𝗻𝘀𝗶𝗼𝗻 𝗰𝗵𝗮𝗶𝗻 design could diminish the energy absorption of the fender system at low level contact. 

𝗦𝗵𝗲𝗮𝗿 𝗰𝗵𝗮𝗶𝗻𝘀 are recommended for applications where large horizontal shear forces are expected, e.g. at ferry terminals or when vessels are winched along the quay.  

Incorrect or even missing chains can have several negative impacts.   

📷 It shows an Element Fender System that was installed without chains, following the requirements of the designer, against our strict recommendations. It is clearly visible that the rubber fender is sagging, as tension and weight chains are missing – the panel’s dead weight is only supported by the rubber unit. This leads to more stress in the rubber unit, resulting in cracks, and ultimately lowering its performance and service life. Some might say, that would not happen with a “good” rubber fender, but the laws of physics are what they are, so don’t fall for that.  

📷 Later, chains were installed as the user pushed for that – the result is obvious: a fender system with a supportive chain, all in all a high-quality and durable system. Some of the rubber units needed to be replaced though, following their damage by the incorrect design.  

Correctly designed chains will protect the rubber unit against excessive weight introduction and premature failure. 

This high-quality design ensures a long service life, high performance and no additional maintenance cost. Our #engineering team has a long proven track record in the design of marine fender systems - Join the safe side and partner with SFT for your next project. 

More information about chains: https://www.shibata-fender.team/en/products/accessories-and-fixings.html  

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🔁 What is important when designing fender systems for oil, gas and LNG terminals? PART II -

[26.07.2022]

Ensuring the highest safety level is the most important consideration when designing high performance fender systems for #oil, #gas and #LNG terminals. Already the smallest incident like a spark could results in major and sometimes fatal accidents. 

So what is important? Part II ❗️

𝗣𝗿𝗼𝘁𝗲𝗰𝘁 𝘀𝘁𝗲𝗲𝗹 𝗽𝗮𝗿𝘁𝘀 

Flying sparks are a sensitive issue in such an environment, making it mandatory to protect all steel parts. The steel panels of the fender systems are protected with UHMW-PE pads, while there are several solutions for the accessories: protective sleeves, chains embedded in rubber or covered in Polyurethane, and a special coating.  

𝗖𝘆𝗰𝗹𝗶𝗰 𝗹𝗼𝗮𝗱𝘀 

Besides shore based LNG plants, FSRUs (Floating Storage and Regasification Units) are a common alternative to import and transfer LNG.  

Typically, FSRUs are permanently moored at a dedicated berth. The fenders for such a berth are normally not designed for a berthing loads, as this usually only occurs only once when the FSRU arrives at the berth and the conditions during berthing are very controlled and maneuvering  is performed with extreme caution. The design focus is on the permanent mooring situation. The FSRUs do not remain in a steady and stable position, as winds and currents have an influence on the vessel, causing a slight but enduring movement. This movement results in frequent small deflections of the fenders – so-called cyclic loads. During the design process, the designer need to focus on the fender’s reaction force, to make sure that wind and other loads do not overcompress the fender. But most important, the deflection of the fender under cyclic loads should be limited to about 5-10%, which could be achieved by the correct mooring arrangement, and/or an oversized fender where the expected loads correspond to a 5-10% deflection of the fender.  

Reliability, durability and safety are always of utmost importance for the design of fender systems, but a spark more important when it comes to fender systems for oil, gas and LNG terminals. Join the safe side and partner with SFT for your next project.  

SFT reference projects for oil, gas and LNG terminals: https://www.shibata-fender.team/en/references.html?country=&fender_type=&application=Oil+%26+Gas+Terminals 

 

 

 

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🔍 What is important when designing fender systems for oil, gas and LNG terminals? PART I

[12.07.2022]

Oil, gas and LNG terminals have one thing in common: the highest safety levels in the industry, since just the smallest incident could results in major and sometimes fatal accidents. Therefore, ensuring the highest safety level is the most important consideration when designing high performance fender systems for #oil, #gas and #LNG terminals.  💫

So what is important? PART I

📖  

Hull Pressure 

A Low hull pressure is required for oil and gas carrier, but especially for LNG carriers, which is why these terminals need fender systems which reliably ensure low hull pressure during berthing. This can be achieved by using fenders with a linear increase of energy absorption and reaction force – such as Foam Fenders or pneumatic fenders.  

A back-to-back fender solution in a Parallel Motion Fender configuration could be another suitable option. Here, two rubber cone fenders are mounted “back-to-back” between the substructure and the steel panel using different rubber hardness grades – this can ensure a soft landing especially if smaller vessels berth at the terminal as the reaction force will not be that high during the initial deflection of the softer fender.   

Reaction force to substructure 

Usually, oil, gas and LNG terminals are constructed using dolphins as their substructure. Dolphins are very different compared to bulkhead concrete substructures which is why the reaction force plays a vital role. As dolphins are pile structures, they are more load sensitive than concrete bulkheads, therefore the reaction forces introduced into the structure is typically limited. Using an appropriate fender type being designed exactly for such a berthing situation is mandatory  to prevent damages or accidents.  

Fender Type 

The following fender types are very suitable for oil, gas and LNG terminals: 

Foam Fenders with their linear increase in energy and reaction and their characteristic of adapting to the shape of different types of vessels 

Parallel Motion Fenders with their characteristic of low hull pressure and their ability to provide the same energy absorption at any impact level, together with the advantage of reduced reaction forces for the substructure. Additionally, Parallel Motion Fenders avoid a second contact on the hull of the vessel, limiting the risk of damages to the vessel.  

Reliability, durability and safety are always of utmost importance for the design of fender systems, but a spark more important when it comes to fender systems for oil, gas and LNG terminals. Join the safe side and partner with SFT for your next project.  

SFT reference projects for oil, gas and LNG terminals: https://www.shibata-fender.team/en/references.html?country=&fender_type=&application=Oil+%26+Gas+Terminals  

In Part II you will learn why cyclic loads are a special topic for FSRUs and what the protection of steel parts is all about. 

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◀️🔄▶️ Why inverted cone fenders should be avoided.

28.06.2022]

💡 Cone fenders have different flange sizes on each side: a wider bottom flange and a smaller head flange. Designers often pay only little attention to the installation of these fenders, and some projects end up with the smaller flange installed to the substructure.

This ‘inverted’ cone fender impacts the durability and stability of the fender system and the safety at the berth. The weight of the steel panel and rubber unit of an ‘inverted’ cone fender introduces a large moment into the head section of the fender over the full stand-off distance, leading to irregular compression and more stress (see additional picture in the comment section). Even a slightly different shape of the rubber body compared to ‘standard’ cone fenders does not prevent the rubber unit from potential cracks and deformation.


Inverted fenders might be suitable when deflection and weight of the panel is guided, e.g. with Parallel Motion or Pile/Pivot Fender Systems or where several units are combined in one system, but typically not for conventional fender systems.


Cone Fenders are more stable, durable and robust, when installed with the wider flange to the substructure. ‘Inverted’ cone fender designs should be avoided and challenged, to not compromise the operation and, above all, the safety at the terminal. https://bit.ly/32bohLe

 

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How to avoid that bolts are loosening 🔩

14.06.2022]

Bolt tightening is an extremely important topic for the safety in ports. If bolts of a fender system are not tight enough, they will become undone, if they are too tight, they may damage the fender system. Here is some best practice advice for you, to be on the safe side:

① Chemical thread locker is recommended for all bolted connections to stop fixings from loosening due to vibrations from moored ships or wave movements. It is best to apply the thread locker during assembly but it should be taken into account that grease inside the sockets of the rubber fenders or steel panels needs to be removed completely, prior to applying Loctite or any equivalent thread locker. The reason for the grease is to protect the inside of the sockets from dirt and corrosion. The thread locker (medium grade) shall be applied according to manufacturer’s recommendations and cures from exposure to oxygen. Connections can be untightened by applying reasonable force.

It is recommend to always use thread locker on all threads to prevent loosening. Any loose bolts identified during inspection or maintenance should be fixed to prevent any further damages to the systems.

② Other possible locking methods include tab washers, locking pins and tack-welding. It needs to be taken into account, however, that especially tack-welding might lead to damages during loosing and some components might need to be replaced.

If you need any further advice on the topic of bolt loosening, please contact your ShibataFenderTeam expert: https://www.shibata-fender.team/en/contact.html

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🔎 Open Panel vs. Closed Box Panel

[03.05.2022]

🎇 Using closed box or open steel panels depends often on the region of the world and local preferences as well as the thought that open panels are cheaper than closed box panels. Looking at the full story and based on current PIANC recommendations, closed box panels are not necessarily more expensive, especially if you consider the full life cycle cost.

As per PIANC, if steel plates are exposed on two surfaces, the min. steel thickness is 12 mm. That would be applicable to open panel, as all plates are exposed on two surfaces. Even if the plate could structurally be thinner, a 12 mm plate for the entire system is a must.

Looking at closed box panel, here the plates are only exposed on one surface, with the advantage that these plate only need a min. thickness of 9-10 mm and inside members could even be 8 mm, as they would never be exposed. You could argue that an open panel does not need a back-plate and therefore the savings compensate for the thicker steel plates. Often, that is not the case, as the back-plate provides a lot of strength to the fender panel, i.e. you can use less or thinner (min. 8 mm) inside leading to an overall lighter panel design. Even if the closed box is heavier, which can be the case in certain design, clients’ needs to consider the maintenance aspect as well, over the typical life cycle of 15-20 years.

Open panels have a much larger surface for potential corrosion, trapped water, debris getting stuck on or behind the panel – all leading to higher maintenance and service cost. Also the rehab of such a panel is more difficult due to the larger and uneven surface area. Closed panels on the other hand, have only 4 exposed surfaces, which are even, easy to access and easy to clean, sandblast and coat during life extending full scale maintenance works.

If you are unsure which way to go, check with the SFT Group to get a comparison and recommendation of the way forward for your particular project:

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🔎 Corrosion protection and coating systems.

[17.05.2022]

The life cycle of a fender system, especially the steel panel is only as good as its corrosion protection, mainly the panel coating system.
There are several different coating systems all covered by ISO12944 which is the adopted coating standard for the marine and off-shore environment:

> The typical coating system which consists of 2-3 epoxy layers has a service life of up to 15 years in the marine environment 

> There are additional layers of corrosion protection that can be added, especially if the fender system is used in a highly corrosive area. 

> There are duplex systems that combine epoxy coating systems with metalizing, which is the process of spraying molten zinc or aluminum on the sandblasted panel before the application of the epoxy coating

If you require a duplex coating system for your project, be aware that some companies on the market try to convince you that a #zinc rich primer is the same as metalizing, just because it contains the word zinc. Zinc rich primers are just part of a standard #epoxy coating system and have nothing in common with metalizing. It’s just a simple wet primer that is applied on the panel before the other layers of epoxy paint are added. Metalizing on the other hand is a much more complex and expensive process where zinc or aluminum is molten in a spray gun and then applied to the steel panel where it then cools off and cures. If two companies offer you a duplex system, and there is a price difference of 20-30% between the systems, you can be sure that one of them is not quoting you the correct materials.

If you have any questions on coating and corrosion protection, our fender experts are pleased to assist you!

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What needs to be considered when designing chain lugs on steel panels. 🔍

[05.04.2022]

✖️ Not only the design of weight, tension and shear chains are most important, also the attachment of these chains to the panel needs detailed attention. The chain lugs have to be designed to withstand major forces when chains are engaged during berthing. Therefore, not only the lug must be designed with sufficient capacity, but also the interface to the panel.

️If chain lugs are just welded to the backplate of the panel, the interface is not providing the needed strength and the lug could pull of the back plate from the panel, like a can opener

 

️ Only if the lug design incorporates the interface and welding to the internal structural members of the panel, the lug has sufficient strength to accept the high forces during berthing  

Pay attention to this detail when reviewing designs and drawings to avoid steel panel failure and downtime at the terminal. Only engage with fender manufacturers that live a holistic approach to fender design, only then you can be sure that the fenders will perform as intended. Contact your SFT experts for more detailed information.

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🔍 Hydraulic lock-up of submerged fender units – What is the best drainage system?💧

[19.04.2022]

✔️ When cone or cell fenders are submerged, it is recommended to provide a water drainage system that effectively drains water from the inner cavity of the fender. There are several systems on the market, where some companies simply add small recesses in the rubber unit to drain the water. Considering the amount of water in a fender cavity, the only way to sufficiently drain the water is with a custom designed drainage system through the substructure or steel fender panel.

 

Another issue to consider is marine growth that could clog-up the drainage system, especially if there are only small rubber recesses. It is therefore recommended that the drainage system is considered in the initial design of the fender system and substructure. Especially for fender systems on mono-steel piles, there are some very simple and economical drainage solutions that can be integrated into the connecting flange between pile and fender. For further questions or design suggestions, please contact your local SFT office. 

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🔧 Why fender deflection is not a criterion for passing or failing performance testing.

[09.03.2022]

💢 Each type of fender has a specific design deflection, which is the point to which the fender can be safely deflected. Therefore it is a must for any performance test to be executed up the to the design deflection. Therefore it is a must for any performance test to be executed up the to the design deflection. The percentage of design deflection may vary from manufacturer to manufacturer.

 

To determine if a fender passes or fails a performance test as per PIANC2002 and ASTM F2192, the deflection at which the min. E/A and max. R/F occurs, does not matter, as long as the required values are achieved prior to the design deflection. That means, the fender must be deflected to its design deflection, but the minimum E/A and max. R/F may be achieved earlier along the performance curve. In that case, the fender has actually some reserved capacity which might be a welcome buffer in case of an accidental berthing, like berthing speeds over the operational limits. 

 

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💡What is common industry practice for calculating hull pressure?

[22.03.2022]

🔴 Theoretically, hull pressure (HP) is distributed evenly if the fender reaction into the panel is symmetrical. For some designs however, that is not always possible, and an off-center peak reaction needs to be tolerated, while the average HP remains the same.For such design cases, the rubber unit is positioned below the upper third of the panel, so that the peak HP is no more than double the average HP.

 

Rubber fender positions above the upper third of the panel should be avoided, as peak/average hull pressures could be very high, as the lower part of the steel panel is ineffective for hull pressure. But, how is HP calculated at low contact then? Assuming a single fender unit system, there is actually no hull pressure, there is only a line load as the panel rotates at contact, introducing a line load into the panel and the vessel.

Typically, vessels can only resist a limited pressure on their hull, therefore it is crucial to determine the fender contact pressure, based  on the vessels draft and freeboard in connection with tides and mounting elevations, to ensure allowable limits are not exceeded.

When it comes to HP, be aware that there are several load cases and scenarios to consider for your project. If you are not sure about the right approach, contact your nearest SFT office for support. 

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🔍 Why we perform 𝒄𝒐𝒎𝒃𝒊𝒏𝒆𝒅 shear compression testing. 🔎

[08.02.2022]

♠️ In our post from a couple of months ago, we explained shear compression testing as an alternative to standard durability testing.

In order to fully utilize this test approach for your project, we have introduced a new test protocol for high performance fenders like Cone or Cell Fenders, a combined shear compression test.

n order to fully utilize this test approach for your project, we have introduced a new test protocol for high performance fenders like Cone or Cell Fenders, a combined shear compression test.

Only a combined and simultaneous shear compression testing provides the information you need to make sure your fender is up for the job. More and more clients realize that and start implementing this into their test requirements.

Model testing with 25k cycles and full scale testing with typical 1-3 cycles is possible. Due to the cost and time involved, full scale testing with max. 3 cycles is recommended for your demanding and sensitive projects.

️ Keep in mind that fenders typically experience compression and shear at the same time when being used at the berth.  

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🔸 Why the positioning of the rubber unit on the panel is important for the performance and durability of the system. 🔍

[22.02.2022]

♻️ In a drawing, the designer can position the rubber unit on the panel as they like, and the system might look fine in the first impression. Because it is simply a drawing, there are no obvious problems. But what happens when you install the fender system in practice, does it still look the same as on the drawing?

 

Special care should be taken here, because there are two main problems that can occur in practice. These are tilting and drooping of the panel as well as pressure peaks in the hull when the fender is installed in the upper third of the steel panel. This is especially a problem with long panels, as the cantilever and dead weight of the panel will cause the rubber unit to deflect slightly, resulting in a tilted panel. This often cannot be compensated for by the chain system, and tight weight chains exacerbate the problem. In addition, the panel will have a hull pressure peak in the upper part, as the lower part is ineffective for hull pressure, as shown in the sketch below. 

If you are striving for a good and balanced system, it is recommended to position the rubber unit in the middle third of the steel plate, or even symmetrically if hull pressure is a significant problem, as for LNG carriers.  

If you are unsure about the correct position of the rubber units on the steel plate, please feel free to contact our experts: https://www.shibata-fender.team/en/contact.html 

We will be happy to advise you on the best solution for your fender needs. Remember, however, that the fender system cannot compensate for the inadequacies of a substructure. 

🚢 In December 2021, our SFT Ocean Guard Fenders safely accommodated the "Odissey of the Seas" in Puerto Plata, Dominican Republic. The reception of the 348-meter mega cruise ship was a very important event for the country. Read more about this project in our latest news article on our website:

 

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◀️🔄▶️ Why inverted Cone Fenders should be avoided. 🔍

[18.01.2022]

⏳ Cone Fenders have a different flange diameter on each side: a wider bottom flange and a smaller head flange. Designers sometime pay too little attention to the installation of these fenders, and therefore some projects end up with the smaller flange installed to the substructure. This ‘inverted’ cone fender might fit on to your narrow structure, but that comes at the price of fender system durability, stability and safety at the berth.

 

The weight of the steel panel and rubber unit of an ‘inverted’ cone fender introduces a large moment into the head section of the fender over the full stand-off distance, leading to irregular compression, potential cracks and permanent deformation of the rubber unit. 
Inverted fenders might be suitable when deflection and weight of the panel is guided, e.g. with Parallel Motion or Pile/Pivot Fender Systems or where several units are combined in one system, but typically not for conventional fender systems. 
Cone Fenders are more stable, durable and robust, when installed with the wider flange to the substructure. ‘Inverted’ cone fender designs should be avoided and challenged, to not compromise the operation at the terminal. https://bit.ly/32bohLe 

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Bollard selection - which cast material is most suitable for your application? PART II 🔨

[30.11.2021] 📖 The below table compares the most commonly used material properties of cast steel and ductile iron for bollards.
Comparing both materials which are commonly used for bollard manufacturing, Cast Steel as well as Ductile Iron have a similar Yield Strength (point that indicates the limit of elastic behavior and the beginning of plastic deformation – pulling of a mooring rope).

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Bollard selection - which cast material is most suitable for your application? PART III 🔨

[14.12.2021] 💬 When comparing the two materials, it can be noted that the use of the respective material has advantages and disadvantages, depending on external conditions and requirements. Therefore cast-iron as well as cast steel bollards have their place in the industry, for example:

🔸 Ductile Iron Bollard:
Ductile iron bollards have a high impact strength and high corrosion resistance, that ensures a long service life.

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🔍 Why the most efficient fender is not necessarily the most suitable fender for your project. ⚠️

[05.10.2021] 📍 Fender unit selection is about much more than efficiency, which is why only experienced and design-oriented marine fender manufacturers should select the most appropriate fender unit for each application.

The following factors should be considered when selecting a rubber unit for a fender system:

🔸 Minimum/maximum stand-off, deflected and undeflected.
🔸 Installation area on the substructure

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Bollard selection - which cast material is most suitable for your application? PART 1 🔧

[02.11.2021] 🔎 Various types of vessels are safely moored on bollards for a period of time during loading and off-loading conditions. The safety and reliability of the mooring equipment chosen, is extremely important. Thus, some aspects need to be considered for your bollard selection.

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🔎 Why the velocity factor of reaction force and energy absorption cannot be the same.

[07.09.2021] ⏫ When testing fenders, the applied load is measured and a corresponding load-deflection curve is determined. This curve provides information on the reaction force and energy absorption of the fender.

❗️ The fundamental difference between determining the reaction force and energy absorption is that the maximum reaction force is a point along the curve, while the energy absorption considers an area ❗️

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Why are chains for floating fenders always so large? ⛓

[21.09.2021] 🔔 Have you ever wondered why floating fender systems are often designed with oversized chains?
First of all, you need to keep in mind that floating fenders are in motion 24/7 as they float with water levels and are constantly moved by waves. This causes constant wear on the shackles and chain links due to friction.

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RPD vs. CV data and why using RPD values in designing substructures could avoid liability claims. 📝

[10.08.2021] ♈️ The most significant difference between CV (constant slow velocity) and RPD (rated performance data) values is the compression/berthing speed and resulting reaction forces. Some designers use CV values only in their fender and substructure designs without the needed correction factors, and might underestimate these loads. The difference in reaction force or load into the substructure, between CV and RPD values is in the range of 20-40% and could therefore have a substantial impact.

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Materials testing; why it is important to strictly adhere to the relevant testing standards. 📌

[24.08.2021} ➗ As part of verification testing, the material testing is of utmost importance for the client as it confirms the physical properties that ensure the durability and if the material is “fit for use” as a fender. Rubber compounds can have very different compositions, depending on their required performance criteria which have to comply with international standards and guidelines like PIANC2002, ASTM D2000, EAU 2004, ROM 2.0-11 (2012), or BS6349.

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What you need to know about type approval testing. 📚

[13.07.2021] 🔄 In order to obtain a product type approval or type examination certificate for a fender, the respective tests need to be witnessed or performed and verified by an independent and certified third party.
• The minimum test scope typically includes performance testing, durability testing, verification of correction factors and physical properties as published in the catalogue.
• A product type approval is usually valid for five years and needs to be renewed after the validity period or if any product specifics or the production location changes.

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Verification testing; to ensure you truly get what you ordered. 📦 ✔️

[27.07.2021] ↪️ The tests for final fenders and material used, serve to demonstrate the performance and material quality of the product. The tests are typically performed on the actual material and fenders that are produced for a project.  

Once the specific parameters and requirements for a project have been determined, it is the manufacturer’s task to ensure the final fenders and the material used are compliant with the client’s individual project requirements. Verification testing ensures that final fenders have been produced according to the respective project specifications and/or catalogue values.

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🔀 What is shear compression testing?

[15.6.2021] 💡 As an alternative to a simple compression test, a combined shear compression testing is recommended. This durability test combines shear deflection with axial deflection. At SFT, the combined shear and compression test equipment allows for almost any fender size to be tested, yet the number of compression cycles is inherently limited for the largest fenders. For scale models, 25,000 and more test cycles are possible and have already been successfully tested under full time external auditing.

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Why makeshift or DIY test presses are no comparison to purpose-built frames. 🔎

[29.06.2021] 🌐 Fender testing is a complex and capital-intensive topic, not only in theory but also in practice. Even more important is a reliable and 'fit for us' testing equipment, as test frames are an elementary part of the performance testing process. It is necessary that calibration is performed per test equipment components, but it is most important that items are calibrated as a group as well. ⚠️ There are test companies and institutes in the market that offer fender testing with makeshift test frames, that are by no means comparable to purpose built test frames of the manufacturer.

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🔍Why and when to perform fundamental testing?🔎

[18.05.2021] 🔷 WHY? Fundamental testing is carried out using a scale model to establish catalogue performance data and to determine correction factors which are the fundamental data for a product type approval.

WHEN? Since these tests are designed to establish fundamental data during the development of a fender type or for a one-time specification, fundamental testing is not suitable to be performed for every fender project due to the high time and cost expenditure.

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What is the principle of durability testing?

[01.06.2021] 🔴 Durability testing, as part of fundamental testing, is performed once per fender type on a fender not smaller than the smallest commercially sold fender of the same model. The test procedure imposes long-term fatigue on the fender in a short period of time and evaluates its durability.

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📏 Edge distance – Choose the right clearance. 📐

[06.04.2021] 🔀 The edge distance of the chain brackets and fender anchors, is a vital part of a fender system design. Especially existing structures pose challenges as modifications of the structure are often difficult. Sometimes, the edge distance is forgotten when designing substructures for new constructions and issues could be avoided by consulting with fender manufacturers about general fender system layout including chain positioning. Therefore, we recommend to consider the following during the design stage of fender projects:

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Why physical property testing cannot be performed on the final product. 🔎

[04.05.2021] 🌀 It is sometimes asked within the industry why physical properties testing can typically not be performed on the final fender itself instead of preparing test samples from the compound before production. Testing physical properties from final fenders is unusual and very difficult, since it would involve cutting larger pieces out of a final fender which could damage the fender. The reason for this is that a lot more material is needed for the physical properties testing than for the traceability testing.

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Fender shear chains, what to consider❓ 🔗

[09.03.2021] 🔩 Shear chains are recommended for applications where large shear forces are expected, e.g. at ferry terminals or when vessels are winched along the quay.

➡ Installed at an angle of 40° - 45° when fender is undeflected, resulting in about 30° under deflection
➡ Makes an arch movement during compression; therefore, small angle is required, otherwise chains would extent too much and not engage when needed
➡ Need to be installed in the fender center or above and below the fender for proper functioning
➡ Typically, biggest chain of the system, each side takes the full load
➡ Quay wall area and fender location need to allow enough space for shear chain installation and sufficient edge distance for brackets - particularly important for first and last fender position on a quay wall

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Why the weight chain is the most important chain for a fender system.

[23.02.2021} 🎥 A panel fender system consists of the rubber unit, the steel panel, and the chain system, i.e. – tension and weight chains, and sometimes shear chains.
Did you know that the weight chain of a fender system is the only chain working 24/7? It supports the weight of the panel and avoids sagging – the other chains are only active when the fender is being compressed.

What you should know:
↪ The ideal angle between the substructure and the chain should be 30-35° to provide full support for the fender panel
↪️ If the angle is larger, like 50°, the chain cannot support the panel: all the weight and force of the panel is introduced into the rubber unit (P2)
↪️ The rubber unit might develop cracks, especially at the top flange areas (P3)

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Tension Chains 🔗 Why are they important?

[23.03 2021] ♋️ Tension chains (or restraint) chains are an essential component of a panel fender system, and works in several ways:

🔸1) Balance the forces in the fender system, maintains position and alignment of the panel
🔸2) Prevent mooring lines being caught behind the panel (when installed at the top of the panel)

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Vessel’s Belting / Rub-rails - how can they damage fender panels.

[28.07.2020] 📚 Beltings are like steel bumpers on vessel hulls. They are usually located just above the water line, and most used on ferries, cruise ships, and barges.

If vessels have beltings, it is essential that fender panels have been designed correctly with chamfers and corresponding load cases. A chamfer is like a bevel, placed on certain sides of the fender panel. During tidal variations or un-/loading, vessels slide up and down or along the panel, and chamfers avoid snagging of beltings during these movements.

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Final clarification that chemical composition of rubber compound does not reveal the quality of a fender. 🔧

[09.02.2021] ✒️ A lot has been discussed about compounding and chemical composition for rubber fenders within the maritime industry. PIANC Working Group 211, dealing with the new “Guidelines for the design of fender systems”, has achieved a breakthrough recently and can finally provide clarity for the industry:
Independent rubber experts stated:
🔸 The chemical composition and density of rubber compound does not indicate the quality of a fender
🔸 A TGA test is suitable for traceability between tested samples and the final product
🔸 A TGA test will not reveal a high- or low-quality product

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Fender design is not about believes; it is about facts.🔍

[26.01.2021] 🔭 Facts first:
🔸Fenders are an integral element in maritime safety and the protection of people, port infrastructures, and vessels.
🔸Quality and performance of all fender types is vitally important. But there are no rules dictating how to manufacture safe, reliable and durable marine fenders.
🔸International guidelines and standards such as PIANC2002 and BS6349 exclusively refer to the physical properties of the finished fender, which is a true indicator of quality.
🔸A TGA test on the other hand sheds light on the different components and their quantities, used in a compound but does not give any indication about quality. That means, TGA is telling the user what the compound contains, but is not judging the compound by its ingredients.

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🔎 RPD Values - Why using RPD values in designing fender panels could avoid liability claims.

[08.09.2020] 💬 The most important difference between CV (constant slow velocity) and RPD (rated performance data) values, is that CV values are based on laboratory test values while RPD values reflect operational conditions. When designers use CV values only for the selection of the fender units and for designing the size of the steel panel accordingly, forces will be underestimated. Why is that? CV values are based on constant slow velocities of 0.0003-0.0013 m/s. Due to the viscoelastic characteristics of rubber, fenders behave differently when compressed with different speeds: slow speed leads to lower forces, high speed leads to higher forces.

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Fender System Design - What has a dinner recipe 🍲 and fender design 📏 in common?

[22.09.2020] 🔨 Imagine a dinner recipe with the best organic ingredients, but the recipe is imbalanced. The result is that dinner will not be satisfactory. The same principle applies to fender systems. Incorrect fender system designs (recipe) have a costly impact on the operation. Even a high-quality, durable rubber unit (organic ingredient) cannot compensate for an imbalanced design. The chain layout for example is an important topic not to be scoffed at. The picture shows two fender systems - one with chains, one without.

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Fender Selection - why this cannot be automated. 🔍

[11.08.2020] ⚔ Fender manufacturers offer a wide range of fender types suitable for different requirements. The purpose of fenders is to absorb the kinetic energy of berthing vessels, and on the other hand, to transfer the reaction force via different components of the fender system onto the vessel hull and into the berth substructure. High energy absorption while having acceptable reaction forces is key to a good fender system design. However, simply calculating the berthing energy requirements results in a long list of suitable fender types and sizes. How to select the right fender?

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Technical Specifications - Three technical details in specifications you should not miss. 📝

[25.08.2020] 👓 Project specifications serve to ensure a common basis for equipment suppliers/manufacturers, and for clients to detail their specific project needs.

Quotations are based on specifications – or at least they should be. Unfortunately, some companies try to cut corners of specifications, offering their products at lower prices as they are not quoting in accordance with the specification.

Make sure to compare apples with apples. When it comes to fender systems, the following 3 technical details should not be missed:

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Pneumatic Fenders – what you should know.🔍

[16.06.2020] 🔮 Pneumatic Fenders can be produced with different methods and each has its own advantage when compared correctly. Wrapped fenders typically consist of a homogeneous fender body with continuous nylon tired cord. Others like molded fenders are made from several sections that are put together in the final steps of the manufacturing process. If made from several sections, the tire cord is not continuous and only stitched at the critical connections of the sections which is problematic. The ISO 17357 standard only focuses on materials, design, layers as well as testing and does not indicate a production method. Both production methods are therefore fully compliant with ISO 17357-1:2014.

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Physical Properties Testing.

[30.06.2020} ✉️ Physical properties testing cannot be performed on the final product, which is why these properties have to be tested on conform sample rubber sheets. Testing can also be done by the customer themselves when a rubber sheet made from the same compound as used for their fenders is tested. Each property and standard have their own conditioning parameters like storage conditions or timing of the test, and the testing processes have to strictly follow that. If tests are not done according to the mandated parameters, results could vary from the requirements. Always double check condition time and storing requirements with the respective standard or consult your fender manufacturer.

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🔧 Specifying Load Case - Importance of specifying the load case for the fender exactly.

[06.10.2020] 🔍 It is important that the load case for the fender panel is specified exactly but more important: realistically.

The problems during operation start,  when the actual load case differs from the specification.The video shows the consequences for a steel panel which is designed for flat contact only, but used with beltings :

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⬛️ Carbon Black - Three facts how Carbon Black influences the quality of rubber compound.

[03.11.2020] 🔦 Carbon Black (CB) is a well-known active filler which reinforces the rubber compound and has positive effects on physical properties such as tensile strength, tear resistance and abrasion resistance. The key is that an improvement of the properties is tied to the right use of the material.

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⛵️ Rubber Blend - why choosing a blend of natural and synthetic rubber is advantageous for high-quality rubber fenders

[17.11.2020] 💡 Typically, rubber fenders are made from a blend of polymers. Most common polymers are natural rubber (NR), which is sourced in the form of latex from rubber trees and styrene-butadiene rubber (SBR), a synthetic rubber which is derived from petroleum byproducts. Using NR- and SBR-only compounds is not recommended.

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💡 Thermogravimetric Analysis (TGA) - Two facts why a TGA for rubber compounds is useful.

[01.12.2020] 📥 TGA is a method of thermal analysis in which a sample of a rubber fender is continuously weighed during controlled heating. By performing a TGA, you are able to:

①    Verify chemical composition of the rubber compound - As different components burn off at different temperatures, the loss in weight provides an indication of the sample’s composition.

②    Verify traceability between rubber test sheet and final product - TGA results of both should be similar but can deviate to some degree due to laboratory conditions.

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