1 Rubber fender layout spacing

The spacing and height of the rubber fender are very important. It is necessary to ensure that the ship cannot directly touch the shore wall of the dock at the most unfavorable berth Angle allowed by the code, and ensure that the ship can safely berth in different tide levels and different water conditions. It has strong adaptability to different tonnage ships.

Where: r≤- bow longitudinal minimum curvature radius (M); h≤- Height of fender after compression (M).

The ship is bent vertically and longitudinally. Through the analysis, the vertical curve of the bow affects the horizontal spacing of the vertical fender, while the changes of the ship's vertical curve and the load freeboard affect the layout of the vertical fender and the horizontal fender on the top floor. The author believes that when selecting the spacing L of high pile wharf, the horizontal spacing P of L should not exceed the vertical fender, so that the vertical fender on the ship will first bear the greater impact force when docking. And transfer to end side rack bearing.

2 Layout of vertical fender

The layout of the rubber fender should protect both the ship and the structure of the wharf, and minimize the number of fenders while meeting the premise of energy absorption. On the one hand, in order to reduce investment, we must also consider attracting some varieties of rubber fender. Energy response characteristics, such as drum and V-shaped rubber fenders, deform only 20% to 30%, when the energy is still very small, the reaction force has reached its maximum, if concentrated in one place to arrange multiple fenders, so that when the ship contacts and compresses the fender at the same time, the fender is likely not yet able to absorb the effective energy of the ship, but the reaction force has reached its maximum. And the structure has been through it several times. The reaction force. Therefore, the code stipulates that the impact force on the dock should be determined according to the rubber fender in contact with the ship. The ship may have been in contact with several rubber fenders and the possibility of multiple reaction forces should be considered. In view of this situation, rubber fender and anti-collision plate are used in the design of large and medium-sized docks

3. Vertical fender bottom elevation control

The ship has a full load of small free plate height, such as a 1500t deck barge, a depth of 3.5m, and a full load draft of 2.6m. The height of the hull above the water can be docked. In order to make the hull and fender have enough contact length to ensure the safety of the dock and the ship, the fender is usually extended below the design low water level. Considering that it is difficult to install fenders underwater, fenders are generally extended 0.6 to 1.0m below the designed low water level. The sea-going vessel is loaded with a large free-board height, 40,000 tons of general cargo ships, such as a depth of 19.0 meters, and a draft of 12.3 meters when fully loaded. The height of the hull above the water is very large and there is sufficient contact length with the fender, so the fender is usually extended. Close to design low water level.

4. Vertical fender top height control

When designing a high water level, attention should be paid to the tilt of the ship, such as a 5000 t ship with a depth of 9.0m and a no-load draft of about 3.0m. In a high-water design, if the height of the top of the fender is too low, the ship will lean towards the shore, and if the height of the fender is too low, the ship will lean towards the shore. Easy to cause accidents. Therefore, it is necessary to find out the ship's line type from the Angle of fender setting and reasonably determine the height of fender.

5 Layout of transverse fender

Through the analysis and calculation of the ship shape diagram designed in the past, it is shown that when the row distance L of the high pile wharf in the middle and lower reaches of the Yangtze River is less than the vertical fender distance P, the horizontal fender cannot be set except the top layer because of the large curvature radius of the ship. The vertical fender of a dock is usually in contact with ships operating outside the berth. The main function of the top horizontal fender is to prevent the ship from touching the dock during high water levels. In the past, it was customary to choose the same type of horizontal and vertical fender, mainly Type D. Not only the selection of horizontal fender is improper, but also the force is unreasonable. For the top horizontal fender, energy absorption is not the main factor in its selection, the main consideration is that the friction between the fender and the ship's side should be small, and the installation strength of the fender should be high. The installation strength of GD fender is twice that of D fender, and its energy consumption is about 30% higher than D fender, which is suitable for the horizontal layout of the top floors of large and medium-sized wharfs in the middle and lower reaches of the Yangtze River. The top horizontal fender should be spaced, and the location and number should be determined in conjunction with the vertical fender top elevation analysis.