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This application is a continuation of application Ser. No. 09/664,281, filed on Sep. 18, 2000 now U.S. Pat. No. 6,412,431, which is a continuation-in-part- of application Serial No. 09/360,281, filed on Jul. 22, 1999, now U.S. Pat. No. 6,204,014, which is incorporated herein by this reference. 
    
    
     BACKGROUND 
     The present invention relates to cushioning devices for wharfs and docks to which shipping vessels are docked at shipping terminals. 
     A prior art fender installation on a vertically oriented stationary wharf face includes one or a vertically spaced plurality of resilient support members to which is fastened a plate having resilient tiles thereon. In one configuration, each support member is a conically shaped molding having steel flange reinforcements at opposite ends and having openings therein for receiving threaded fasteners. In another configuration, the support members have generally V-shaped configuration including a pair of diverging vertically oriented flexible web portions diverging from proximate the plate and having respective outwardly projecting flanges that are fastened to the wharf face. Such devices provide resilient lateral support for large ships. However, they exhibit a number of disadvantages. For example: 
     1. They are expensive to provide in that the resilient tiles require a large number of fasteners for anchoring to the plates; 
     2. The plates and fasteners are subject to corrosion; 
     3. The plates are excessively heavy and/or insufficiently strong for resisting expected side loading, particularly at corners of the plates. 
     Thus there is a need for a composite fender that overcomes the disadvantages of the prior art. 
     SUMMARY 
     The present invention meets this need by providing a fender panel and assembly that is particularly effective in protecting wharfs from damage by passing or docking ships. In one aspect of the invention, the fender panel includes a resilient body member having a front surface and a rear mounting surface; and a cage frame encapsulated within the body member, the cage frame including an attachment structure connected to plural spaced apart locations of the cage frame, the attachment structure defining a spaced plurality of attachment elements for connecting to supporting structure. The cage frame is spaced from the front face by not less than 10 percent of a panel thickness of the body member between the front face and the rear mounting surface for cushioning the impact of contacting ship hulls. The cage frame preferably includes a grid of rod members for forming a light-weight, high-strength matrix reinforcement of the body member. 
     The rod members of the cage frame can be steel reinforcing rods having gripping projections formed thereon. Preferably the rod members have a nominal cross-sectional diameter that is not more than 10 percent of the panel thickness for efficient utilization of the steel material. Preferably the grid of the cage-frame has welded connections at respective intersections thereof for enhanced rigidity. The grid can be a front grid, the cage frame further including a rear grid of rod members and a spacer structure connecting portions of the grids in rigidly spaced relation. 
     The attachment structure can be rigidly connected to the spacer structure, and can include a plate member having respective fastener openings extending through the plate member to form the attachment elements. The plate member can be parallel-spaced from the mounting surface, the attachment structure also including a plurality of tubular spacers extending between the plate member and the mounting surface in alignment with the fastener openings for receiving corresponding threaded fasteners. The spacer structure can be a rectangular frame having pairs of side and end frame members, and the plate member can be welded between the side frame members. The frame members can be formed having a uniform cross-section including spaced pairs of flange portions and connecting web portions, the flange portions forming front and rear faces of the frame. 
     The grids can include respective pluralities of lateral and longitudinal rods, with some of the lateral rods being connected to the side frame members, and the longitudinal rods being connected to the lateral rods in spaced relation opposite the frame. 
     The front surface can include a planar main portion and a tapered perimeter portion, a cushion thickness of the resilient body between the main portion of the front surface and the cage frame preferably being at least 30 percent of the panel thickness for enhanced cushioning of impacting vessel hulls. Regardless of the panel thickness the cushion thickness is preferably at least 0.15 meters. Preferably, the resilient body consists of a main polymeric component and an additive component, the main polymeric component being low-density polyethylene of which at least 35 percent is linear low-density polyethylene for preventing cracking and preserving uninterrupted coverage of the cage frame by the resilient body, the additive component including an effective amount of an ultraviolet inhibitor. Preferably the main polymeric component is at least 90 percent of the resilient body, the resilient body including not more than 5 percent by weight of high-density polyethylene. It is also preferable that the main polymeric component be at least 65 percent linear low-density polyethylene. 
     The cage frame can include a frame having pluralities of first and second beams that are rigidly connected in orthogonal relation, and the cage frame can include the grid of first and second rod members wherein the first rod members are connected between the second rod members and a front face of the frame. The first and second beams can be joined in coplanar relation. The at least some of the second beams can be segmented with each segment extending between a pair of the first beams. The beams can each be formed having a uniform cross-section including front and rear flange portions and a connecting web portion, the flange portions forming respective front and rear faces of the frame. 
     The attachment elements can be formed in respective boss members that are rigidly connected between respective front and rear flanges of one of the beams. The boss members can be threaded for engaging threaded fasteners. Preferably each of the boss members projects rearwardly from the rear flanges of the beams for reinforcing respective threaded fastener. More preferably, the boss members are formed of corrosion resistant steel and extend flush with the rear mounting surface of the body member for enhancing the reinforcement and for preventing corrosion in case of water leakage between the support and the rear mounting surface of the composite fender panel. 
     Alternatively, the boss members can be spaced from the mounting surface with a passage being formed for the fastener between the boss member and the mounting surface whereby, when the fasteners are tightened against a support that contacts the mounting surface, the body member is compressed about the fasteners between the mounting surface and the bosses for sealing same. Also, or in the alternative, the boss members can be formed with passages therethrough for receiving threaded fasteners, a cavity being formed between the boss and the front surface of the resilient body for receiving a head of the fastener and a plug for encapsulating the head of the fastener. 
     The frame can include front and a rear portions that are connected in parallel-spaced relation by a plurality of third beams for imparting added strength to the cage frame. 
     A composite fender assembly can be formed from the composite fender panel and a resilient support member for mounting the fender panel in resiliently spaced relation to a wharf face, the support member having a plurality of threaded fastener cavities formed in a support surface thereof, the fender panel being attached by a plurality of threaded fasteners that connect respective fastener elements of the fender panel to the support member for rigidly holding the mounting surface of fender panel against the support surface of the support member. The resilient body can be initially formed with head cavities extending between respective fastener openings and the front face, the head cavities being tapered continuously inwardly between the front face and the fastener elements, a resilient plug member being subsequently sealingly bonded within the cavity and forming a portion of the front face. The plug member can adhesively bonded or thermally fused within the cavity. 
     In another variation, the fastener elements can be formed as threaded openings in the attachment structure for engaging corresponding ones of the threaded fasteners when there is access to heads of the fasteners opposite a flange of the support member. 
     In another aspect of the invention, a method for forming a composite fender panel includes: 
     (a) forming a cage frame including a spaced plurality of attachments; and 
     (b) encapsulating the cage frame in a resilient material forming a resilient body having a front surface and a rear mounting surface, the resilient material being formed for accessing the attachment elements. 
     The method can further include providing an openable mold assembly having front and rear mold elements for respectively defining the front surface and the rear mounting surface, and supporting the cage frame within the mold assembly by a plurality of threaded fasteners engaging respective ones of the fastener openings. The fastener openings can be threaded, the fasteners threadingly engaging the fastener openings during the encapsulating. 
     The cage frame can include the grid of reinforcing rods on a front face of the frame, with first rods being connected to the front face and second rods connected to front edges of the first rods. The cage frame can include the frame having intersecting beam members, and the attachment elements can have respective fastener openings. 
     The method can further include, prior to the encapsulating, assembling respective spacer sleeves against the frame in registration with corresponding ones of the fastener openings, the spacer sleeves being encapsulated flush with the mounting surface in the encapsulating of the cage frame. Also or alternatively, the encapsulating includes forming respective passages extending from the mounting surface to the fastener openings. Also, the encapsulating can include forming respective head cavities in the body between the front surface and the fastener openings for accessing the fastener openings. 
     The invention also provides a method for making a composite protective fender assembly, including forming the composite fender panel; providing a resilient support member having a plurality of threaded fastener cavities formed in a supporting surface thereof; fastening the fender panel against the supporting surface using headed fasteners extending from respective head cavities, through the mounting plate, and into engagement with corresponding ones of the threaded cavities; and sealingly filling the head cavities using respective resilient plug members. 
    
    
     DRAWINGS 
     These and other features, aspects, and advantages of the present invention will become better understood with reference to the following description, appended claims, and accompanying drawings, where: 
     FIG. 1 is a side elevation view of a fender assembly including a composite fender panel according to the present invention; 
     FIG. 2 is a front elevation view of the fender panel of FIG. 1; 
     FIG. 3 is a front view showing the fender panel of FIG. 1 partially cut away; 
     FIG. 4 is a side view showing the fender panel of FIG. 1 cut away as in FIG. 3; 
     FIG. 5 is a fragmentary sectional detail view within region  5  of FIG. 1 showing the fender panel in final stages of assembly; 
     FIG. 6 is a plan sectional view showing a fender assembly including an alternative configuration of the composite fender panel of FIG. 1; 
     FIG. 7 is a front view of the composite fender panel of FIG. 6 showing an front grid portion of an internal cage-frame thereof; 
     FIG. 8 is a rear view of the composite fender of FIG. 6, showing a frame portion of the internal cage-frame thereof; 
     FIG. 9 is a plan sectional view showing an alternative configuration of the composite fender panel of FIG. 6; 
     FIG. 10 is a plan view of a mold assembly for forming the composite fender panel of FIG. 6; 
     FIG. 11 is a front view of the mold assembly of FIG. 10; 
     FIG. 12 is a rear view of the mold assembly of FIG. 10; 
     FIG. 13 is a flow chart for a process of fabricating the composite fender panel of FIG. 6; 
     FIG. 14 shows an alternative configuration of the flow chart of FIG. 13; and 
     FIG. 15 is a fragmentary sectional view showing an alternative configuration of a boss portion of the composite fender panel of FIGS.  6 - 8 . 
    
    
     DESCRIPTION 
     The present invention is directed to a composite fender that is particularly suited for protecting wharfs and other structures at and in the vicinity of shipping terminals. With reference to FIGS. 1-5 of the drawings, a fender assembly  10  includes a composite fender panel  12  that is spaced from a wharf face  14  by a resilient support  16 . According to the present invention, the fender panel  12  includes a cage-frame  18  that is encapsulated within a resilient body  20 . In an exemplary configuration, the cage-frame  18  incorporates a rectangular frame  21  having grid reinforcements on opposite faces as described below, the frame  21  including a plate  22  having fastener openings  24  therein for attachment by respective threaded fasteners  25  to the support  16  as also described below. Opposite edges of the plate  22  are welded to a pair of longitudinal frame members  26  which can be channel members as shown in FIG. 3, the channel members each having an inwardly facing web  28  and outwardly facing flanges  30  that are individually designated front flange  30 F and a rear flange  30 R. A pair of cross members  32  are welded to opposite ends of the frame members  26 , the cross members  32  having counterparts of the web  28  and the flanges  30  as best shown in FIG. 4, being formed of the same material, the frame  21  having respective front and rear faces  34 F and  34 R, the plate  22  being flush with the front face  34 F. 
     The cage-frame  18  also includes at least one grid  36  of reinforcing members  38  including a plurality of lateral reinforcing members  38 A and a plurality of longitudinal reinforcing members  38 B. Preferably a front grid  36 F is located against the front face  34 F and a rear grid  36 R is located against the rear face  34 R of the frame  21 , the lateral reinforcing members  38 A being welded directly to the frame members  26  at a spacing S 1 , the longitudinal reinforcing members  38 B having a spacing S 2  and being welded to opposite sides of the lateral reinforcing members  38 A in spaced relation to the frame  21 . The lateral and longitudinal reinforcing members  38 A and  38 B are preferably formed of steel reinforcing bar, commonly known “re-bar”, which has a ribbed surface configuration that facilitates the transfer of shear loading between the members  38  and an encapsulating medium. Also, opposite ends of the reinforcing members  38  can be formed at right-angles to extend between the front and rear flanges  30 F and  30 R of the frame members  26  and the cross members  32 , thereby augmenting the structural integrity of the encapsulating resilient body  21  as best shown in FIGS. 1 and 3. It will be understood that separate lengths of reinforcing material can be attached between the flanges  30 F and  30 R in place of formed extensions of the reinforcing members  38 . 
     The cage-frame  18 , which is typically a welded assembly, is encapsulated in a polymeric material that does not form voids and cracks due to tensile thermal strains being generated during solidification. A particularly suitable composition for forming the plastic body  14  as an uninterrupted covering of the cage-frame  18  is discloses in this inventor&#39;s U.S. Pat. No. 6,244,014. Initially, and prior to assembly with the resilient support  16 , the body  20  is formed with respective conically shaped cavities  46  extending from the front surface  42  to the plate  22  in regions surrounding the fastener openings  24 , the cavities being subsequently filled as described below. The composition includes a main first quantity of low density polyethylene of which at least 35 percent and preferably 65 percent is linear low-density polyethylene (LLDPE), the balance being regular low-density polyethylene (LDPE), and a process additive second quantity including an effective amount of UV inhibitor, the composition not having any significant volume of filler material such as calcium carbonate. Preferably, the first quantity is at least 90 percent of the total volume of the plastic body  14 , approximately 5 percent of the total volume being a mixture of coloring, foaming agent, and IN inhibitor. Preferably the composition is substantially free (not more than 5 percent) of high density polyethylene. 
     Thus the composition of the resilient body  20  has polymeric elements being preferably exclusively polyethylene as described above (substantially all being of low-density and mainly or at least 50 percent being linear low-density), together with process additives as described below. As used herein, the term “process additive” means a substance for enhancing the properties of the polymeric elements, and does not include filler material such as calcium carbonate. The composition preferably contains a process additive which can be a foaming or blowing agent in an amount of up to about 0.9% by weight to insure than when the plastic body  14  is made by extruding the plastic composition into a mold, the mold is completely filled. The foaming agent can be a chemical blowing agent such as azodicarbonamide. A suitable chemical blowing agent is available from Uniroyal of Middlebury, Conn., under the trade name Celogen AZ 130. 
     Other process additives of the composition can include a coupling agent, preferably a silane, for improved bonding between the plastic body  14  and the cage  12 . 
     The plastic composition can also include a fungicide, typically in an amount of about 0.25% by weight, and an emulsifier, in an amount of from about 0.1% to 0.3% by weight. The use of emulsifier improves surface appearance of the product. 
     The composition can also contain a carbon black, generally a furnace black, as a colorant, to improve the physical properties, and as a UV stabilizer. The amount of carbon black used is generally about 2.5% by weight. 
     In a typical configuration, the composite panel  12  is generally rectangular and having a width W, a height H, and a thickness T as shown in FIGS. 1 and 2. A rear surface  40  of the panel is generally planar, a front surface  42  having a planar central region  42 C and beveled perimeter region  412 . The resilient body  20  has a thickness T 1  between the front surface central region  42 C and the longitudinal reinforcing members  38 B of the front grid  36 F. Also encapsulated in the composite panel  12  are respective stand-off spacer sleeves  44  that are aligned with corresponding ones of the fastener openings  24  as shown in FIG. 5, each of the spacer sleeves  44  extending between the plate  22  and the rear surface  40  for rigidly spacing the frame  21  from the support  16  when the composite panel  12  is attached thereto by the fasteners  25 . The resilient body  20  is formed with cone-shaped cavities  46  concentric with the mounting holes  24  and extending from the plate  22  and the front surface  42  for receiving the fasteners  25  during assembly with the support  16 . After the fasteners  25  have been securely tightened, each of the cavities  46  is filled with a plug  47  of resilient material which can be the same material as that of the body  20 . In the assembled condition of the fender assembly  10 , a substantially effective seal is formed at the rear surface  40  of the composite panel  12  by pressure contact against the support  16  when the fasteners  25  are tightened. Thus the fasteners  25  and the entirety of the cage-frame  18  are fully encapsulated by the material of the resilient body  20  in combination with the support  16  (to the extent that the support  16  sealingly engages threaded extremities of the fasteners  15 ). In that respect, it is contemplated that the support  16  includes a metal collar having threaded engagement with the fasteners  25 , the collar being encapsulated within resilient material of the support except for openings to respective threaded holes of the collar for receiving the fasteners  25 . 
     In the exemplary configuration shown in the drawings, the height H is on the order of 3 meters, the width W is on the order of 1.6 meters, and the thickness T is on the order of 0.4 meters, the frame  21  incorporating a spaced pair of the plates  22  for support of the composite panel  12  by a vertically spaced pair of the supports  16 . The frame members  26  and the cross members  32  are formed off 4-inch standard structural steel channel, and the reinforcing members  38  are lengths of 1-inch diameter reinforcing bar, the spacings S 1  and S 2  being on the order of 0.3 meter. The thickness T 1  of the resilient body  20  between the front surface central region  42 C and the front grid  36 F is approximately 18 cm, being approximately 45 percent of the thickness T. It will be understood that the actual dimensions of the various components of the cage-frame  18  are determined by expected impact loading to be encountered, and the thickness T 1  can range from approximately 5 cm up to approximately 1.5 meters. 
     With further reference to FIGS. 6-8, an alternative configuration of the fender assembly, designated  10 ′, has a counterpart of the composite panel, designated  12 ′ mounted on a counterpart of the support, designated  16 ′. Stainless-steel counterparts of the fasteners, designated  25 ′, are inverted and extend forwardly through an outwardly projecting flange  50  of the support  16 ′, threadingly engaging respective threaded sleeves  52  that are rigidly supported within a counterpart of the cage-frame, designated  18 ′ as further described below. As also shown in FIG. 6, the cage-frame  18 ′ includes a counterpart of the front grid  36 F, but not the rear grid  36 R, a counterpart of the frame, designated  21 ′, being augmented by a plurality of beam members  54  including vertical beam members  54 V and horizontal beam members  54 H that are rigidly supported within counterparts of the longitudinal frame members  26  and the cross members  32 . As in the configuration of FIGS. 1-5, the frame members  26  and the cross members  32  can be structural steel channels that define respective front and rear faces  34 F and  34 R. The beam members  54  can be structural beams such as I-beams and WF beams, WF beams being shown in the drawings as standard W4×13 members, the various members being rigidly welded together. Also, the horizontal beam members  54 H are segmented and notched for projecting between respective flanges of the vertical beam members  54 V to be flush with the front and rear faces  34 F and  34 R of the frame  21 ′. It will be understood that the vertical frame members  54 V can be segmented instead of the horizontal frame members  54 H, and that the beam members  54  can be arranged in two layers without segmenting. The threaded sleeves  52  project through respective openings that are formed in flanges of the beams  54 , being securely welded in place. 
     With further reference to FIG. 9, another alternative configuration of the fender assembly, designated  10 ″, has greatly enhanced strength for resisting more severe lateral loading by contacting large vessels. A counterpart of the composite panel  12 ′, designated  12 ″ and having increased thickness, is mounted to a counterpart of tee support  16 ′ of FIG. 6. A counterpart of the cage-frame  18 ′, designated  18 ″, includes a space-frame  21 ″ having a front frame section  21 A and a rear frame section  21 B that is rigidly connected thereto in parallel-spaced relation by a plurality of diagonal frame members  54 D. The front frame section  21 A corresponds to the frame  21 ′ of FIGS. 6-8 but without the threaded sleeves  52 , whereas the rear frame section  21 B corresponds to a central portion of the frame  21 , including the threaded sleeves  52 . The spacing between the frame sections  21 A and  21 B is selected such that the combination of the frame  21 ″ with the front grid  36 F provides an effective bending strength of the panel  12 ″ sufficient to transmit the more severe loading contemplated for the fender assembly  10 ″. 
     With further reference to FIGS. 10-12, a mold assembly  60  for encapsulating the cage-frame  18 ′ to form the composite panel  12 ′ of FIGS. 6-8 includes a flanged front mold shell  62 , and a flanged rear mold wall  64 , the shell  62  and the wall  64  being sealingly joined by a set of mold fasteners  66 . The mold assembly  60  is characterized by robust construction in view of anticipated molding pressures on the order of 350 psi. The mold assembly  60  also incorporates a conventional extruder inlet and an air exhaust port (not shown). In an exemplary configuration as shown in the drawings, the mold shell  62  and wall  64  are each weldments of steel mold plates  68 , reinforcing beams  70 , and flange members  72 , the shell  62  also having reinforcing plates  72  in areas forming the perimeter region  42 P of the panel  12 P. The inside dimensions of the mold assembly  60  correspond to like dimensions of the panel  12 ′, but with suitable allowances for shrinkage of the material forming the body  20 . Counterparts of the fastener openings, designated  24 ′, are formed on the plate  68  of the rear mold wall for supporting the cage frame  18 ′ during molding. If necessary, portions of the reinforcing beams  70  can be removed for clearing fasteners used for that purpose. Suitable material for the plates  68  is mild steel of 0.5 inch thickness; the reinforcing beams  70  can be conventional steel beams, A.I.S.C. 4 WF 13 shapes (having a 4.0 inch section depth and weighing 13 pounds per foot) being shown. The flange members  72  can be 1-inch by 2-inch mild steel bars, and the reinforcing plates  72  can be mild steel of 0.5 inch thickness, approximately 12 inches long and 4 inches wide. It will be understood that other configurations of the mold assembly  60  can provide the needed stiffness and strength against molding pressure, including different thicknesses of the plates  68  and other arrangements of the reinforcing beams  70 , which can also extend diagonally in place of the reinforcing plates  72 . 
     Also shown in FIG. 10 is the cage  18 ′ centered within a main cavity  74  of the mold assembly  60 , being supported by counterparts of the fasteners, designated  25 ″ that are inserted through the fastener openings  24 ′. More particularly, the mold assembly is preferably inverted so that the cage frame  18 ′ is suspended in spaced relation to the rear mold wall by the fasteners  25 ″. It will be understood that when molding the composite panel  12  of FIGS.  1 - 5 , the fasteners  25 ″ also locate the spacer sleeves  44  during molding; also, the fasteners  25 ″ can threadingly engage respective mold inserts (not shown) for forming the cavities  46 . 
     With further reference to FIG. 13, a molding process  100  for forming the panel  12  includes a load mold step  102  wherein the cage-frame  18 ′ is mounted to the rear mold wall  64  using the fasteners  25 ″. Then, the mold shell  62  is fastened to the mold wall  64  in a close mold step  104  and, optionally in an incline mold step  106 , the mold assembly  42  is propped up on a suitable support for elevating one or more exhaust vents (not shown). 
     Next, the material of the resilient body  20  is fed into the main cavity  60  in an inject body step  108 . Then in a cooling step  110 , the mold assembly  60  with its contents is submerged in cooling water for solidifying the material of the plastic body  20 , after which the assembly  60  is removed from the water (step  112 ), and the mold assembly  60  is opened (step  114 ). The fasteners  25 ″ are removed, and the substantially complete fender panel  12 ′ is taken from the rear mold wall  64  (step  116 ); and the panel  12 ′ is assembled with the resilient support  16  (step  118 ). 
     With further reference to FIG. 14, an alternative counterpart of the molding process for the configuration of the fender assembly  10  of FIGS. 1-5 is designated  100 ′, wherein, following the fastening step  118 , exposed head portions of the fasteners  25  and adjacent portions of the plate  22  are sealed in a fill cavities step  120  by first surface-heating the plugs  47  and the cavities  46  using suitable means such as the flame of an acetylene torch, and pressing the plugs  47  into the cavities  46  flush with the front surface  42  of the fender panel  12 . 
     As described above, FIG. 5 shows one of the cavities  46  prior to filling, and others of the cavities having been filled with corresponding plugs  47 . 
     If desired or needed, the cage-frame  18  ( 18 ′ or  18 ″) and/or the mold assembly  60  can be preheated to be certain that the plastic material of the resilient body  20  flows to the exhaust port(s) of the mold assembly  60  and completely fills the main cavity  74 . 
     With further reference to FIG. 15, alternative counterparts of the threaded sleeves, designated  52 ′, are extended to the rear of the rear flanges  30 R for augmenting lateral stability of the fender assembly  10 ′ by reinforcing the fasteners  25 ′. In the exemplary and preferred configuration of FIG. 15, the sleeves  52 ′ are fully flush with the rear surface  40 , it being further preferred that the sleeves  52 ′ be formed of stainless steel for preventing corrosion in case of water leakage between the support  16 ′ and the rear surface  40 . Similarly, the spacer sleeves  44  in the configuration of FIGS. 1-5 can also be formed of stainless steel. 
     The fender assembly  10  of the present invention is immune to marine borer attack, and thus requires no further protection, such as creosote or plastic sheathing, being practically maintenance free. The fender panel  12  is abrasion resistant, and thus has excellent effectiveness as a marine fender without any added protective covering. 
     The composite fender panel  12  is chemically inert, so it can last indefinitely. It does not react with sea water, is corrosion free, is substantially immune to the effects of light, is not bothered by most petroleum products, and is not subject to dry rot. Because it can be made with recycled plastic, it is an environmentally sound investment. 
     In some military based naval applications, it is undesirable for a wharf fender to be electro-magnetically sensitive. In such applications the cage-frame  18  can be formed with non-magnetic materials, such as carbon-reinforced plastic. The cage-frame  18  can also be developed by using fiberglass reinforcing rods and shapes, with reinforced epoxy joints at points of contact between the reinforcing members  38 , between the lateral members  38 A and the frame  21 , as well as between elements of the frame  21 . 
     Although the present invention has been described in considerable detail with reference to certain preferred versions thereof, other versions are possible. For example, the plate  22  in the configuration of FIGS. 1-5 can be displaced rearwardly to the rear face  34 R of the frame  21 . Also, the composite panel can have other shapes than rectangular, including hexagonal, octagonal, trapezoidal, and rounded, for example. Therefore, the spirit and scope of the appended claims should not necessarily be limited to the description of the preferred versions contained herein.

Summary:
A composite fender panel for protecting a harbor structure includes a resilient body member having a front surface and a rear mounting surface spaced by a panel thickness from a main portion of the front surface. Encapsulated within the body member is a cage frame including a frame having a plurality of intersecting beams of uniform cross-section including front and rear flange portions and a connecting web portion, at least some of the flange portions forming respective front and rear faces of the frame; a grid of steel reinforcing rods having gripping projections formed thereon, the rods also having a nominal cross-sectional diameter being not more than 10 percent of the panel thickness, a first plurality of the rods being welded to the front face of the frame, a second plurality of the rods having welded connections to the first rods in spaced relation opposite the front face of the frame; and an attachment structure defining a spaced plurality of attachment elements formed in respective boss members, each of the boss members being rigidly connected between respective front and rear flanges of one of the beams.