ABF-P
Air Block Fenders(ABF) are a type of pneumatic fender that Yokohama Rubber has well over forty years of experience and that are now in widespread use around the world. They were developed in order to extend the range of usage of pneumatic fenders and enable them to be used for docks, and already a large number of them are in use not only in ports in Japan but throughout the world. The ABF-P that is introduced in this brochure is an ABF that has a protector panel fitted on its front side instead of the usual ABF cap, in order to extend the range of uses of the ABF. Through this modification, it is now possible to design and manufacture a full range of sizes in accordance with the sizes of the vessels and the state of the docks. Two types are available: the ABF-P1 which is for oil tanker, LNG and LPG tankers which call for low surface pressure on their hulls,ore carriers, car ferries and other general purposes, and for places where there is a high tide range; and the ABF-P2 which is fitted with a simplified protector panel and is for berths where vessels of all sizes come alongside.
Features
Soft initial contact and gradual increase of reaction force.
Low friction force at the initial contact
No decrease of energy absorption during inclined berthing.
High resistance to shearing forces proven under test and actual conditions and shearing chains are not required.
Lower reaction forces during rough weather mooring.
Substantial safety allowance to allow for excess accidental loads.
Due to utilization of air elasticity, performance does not deteriorate due to fatigue, and the normal aging and stiffening effect of rubber do not make any influence.
Side walls are similar to a tyre structure, using reinforcing cord and various rubber layers for strength and durability. This is a major difference to solid rubber fenders where cord cannot be used as it interferes with the buckling effect.
ABF-P -Construction with protector panel
Size and Performance Table
3-2 1/1TYPE(H/D=1/1)
* Click the size to see the performance curve
| Nominal size * Click to |
Deflec- tion |
Energy Absorption (E) and Reaction Force (R) | |||||||
|---|---|---|---|---|---|---|---|---|---|
| (1) Po=0.8 kgf /cm2 |
(2) Po=1.0 kgf/cm2 |
(3) Po=1.2 kgf/cm2 |
(4) Po=1.4 kgf/cm2 |
||||||
| Milimeters | % | E tf-m |
R tf |
E tf-m |
R tf |
E tf-m |
R tf |
E tf-m |
R tf |
| 600HX600φ | 65 | 2.2 | 15.0 | 2.6 | 16.9 | 2.9 | 19.1 | 3.3 | 2.18 |
| 800x800 | 65 | 5.3 | 26.7 | 6.1 | 30.0 | 6.9 | 34.0 | 7.8 | 38.8 |
| 1000x1000 | 65 | 10.3 | 41.7 | 11.9 | 46.9 | 13.5 | 53.1 | 15.2 | 60.6 |
| 1070x1070 | 65 | 12.7 | 47.7 | 14.6 | 53.7 | 16.6 | 60.8 | 18.6 | 69.4 |
| 1200x1200 | 65 | 17.9 | 60.0 | 20.6 | 67.5 | 23.4 | 76.5 | 26.3 | 87.3 |
| 1330x1330 | 65 | 24.3 | 73.7 | 28.0 | 82.9 | 31.9 | 94.0 | 35.8 | 107 |
| 1470x1470 | 65 | 32.9 | 90.0 | 37.9 | 101 | 43.0 | 115 | 48.3 | 131 |
| 1600x1600 | 65 | 42.4 | 107 | 48.8 | 120 | 55.5 | 136 | 62.3 | 155 |
| 1800x1800 | 65 | 60.3 | 135 | 69.5 | 152 | 79.0 | 172 | 88.8 | 196 |
| 2000x2000 | 65 | 82.8 | 167 | 95.4 | 187 | 108 | 212 | 122 | 242 |
| 2400x2400 | 65 | 143 | 240 | 165 | 270 | 187 | 306 | 210 | 349 |
| 2670x2670 | 65 | 197 | 297 | 227 | 334 | 258 | 379 | 290 | 432 |
| 2800x2800 | 65 | 227 | 327 | 262 | 367 | 297 | 416 | 334 | 475 |
| 3000x3000 | 65 | 279 | 375 | 322 | 422 | 366 | 478 | 411 | 546 |
| 3200x3200 | 65 | 339 | 427 | 391 | 480 | 444 | 544 | 499 | 621 |
NOTES:
Reaction force and energy absorption are measured under static condition.
Tolerances of reaction force and deflection at guaranteed energy absorption are as follows: ●Reaction force:±10% ●Deflection:±5%
Figures of nominal sizes in feet and inches are rounded off, do not use for dimensional purposes.
Po:Initial inner pressure
Solution
Case study 1
Controlling the motion of ships against long-period waves, focusing on mooring systems in reclaimed harbors shielded by breakwaters
Due to the effects of global warming, extreme weather events such as large typhoons and torrential rains are increasing every year.
These weather events interrupt cargo handling operations at ports and harbors, therefore reducing its efficiency.
Understanding the characteristics of low-frequency motions of ships moored inside ports and harbors can contribute to the efficient operations of cargo handling. Especially, consideration of long-period waves inside ports and harbors which induce the large and low-frequency motions of ships is important.
Modification of mooring systems to include fenders is an effective countermeasure for restraining the large and low-frequency motions of ship, and improvement of security of the system itself.
Air Block Fenders (ABF) can counteract the effects of long-period waves in many ways.
For more details, please download the article from here.
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Case study 2
Case study of LNG-carrier mooring facility installed offshore
It is important to design mooring facilities assuming severe offshore sea conditions in order to minimise any risks. Various cases need to be considered in relatively deep water offshore especially for large sized ships.
The combination of Air Block Fenders (ABF) and mooring lines enables safe cargo handling even in such an environment.
For more detail, please download the article from here.
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