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In our latest research for this article itappears that the majority of fender manufacturers are in agreement that fullscale testing of fenders is needed. WorldPort Development reports…

ender systems are typically designed to last for 20 to 30 years in service,whereby during its lifetime it might

expect to receive several thousand impactsfrom berthing ships.A one-off compressionof an actual fender or repetitive laboratorytests on miniature models of the same fenderis no guarantee that it survives the whole lifecycle fatigue spectrum expected of it. So,after years of ‘having a different view’ on thetesting of fenders it now appears that themain fender manufacturers all have the sameopinion - that full scale testing of fenders(not just for performance verification testing)and standardised specification in order tostipulate and substantiate rubber quality infenders is needed. Richard Hepworth,President,Trelleborg’s Marine Operationstold WPD:“We have talked in the past about

the need for a standardised specification inorder to stipulate and substantiate rubberquality in fenders. Last year, we [Trelleborg]designed a Rubber Compound Specification,which is freely available for specifiers to copyin order to do just that.”Hepworth continues:“This year, we’re finding other high qualitysuppliers are keen to do the same.We’ve seenat least one other example from anotherpremium manufacturer, where they haveimplemented quality control practices thatprove the formula and properties of theirproducts, and invite customers to check theirclaims. It’s great that we’re starting to see aturn in the market.We’ve also started to seeclients up-specifying projects; upfront purchasecost is no longer the deciding factor.”Qualityand technical knowledge are now being prioritised notes Hepworth, and there is agreater awareness that specifying and ensuringquality upfront will translate to better valueover the whole product lifecycle.“It seemsthat more and more customers are finallyconvinced of the importance of consideringrubber compound composition, and

subsequently, quality.They realise that takingthis approach will mean savings over the lifeof the fender, whilst reducing the risk of damage to both vessels and port infrastructureitself,” Hepworth added. Quayquip firmlybelieves that testing is the only way to ensurethat the fender will perform and meet theexacting client expectations.“Rubber is athermoset material, which essentially meansthat you only have one opportunity to getthe finished vulcanised product right, becauseit cannot be reworked or moulded againafterwards,” says Rob Gabbitas, EngineeringDirector, QuayQuip.“The largest fender inour range is a finished single moulding of18,500kg of rubber, and full-scale compressiontesting is the only way to ensure that it isfree from defects and more importantly,meets its performance requirements.” Thecompany routinely invites clients and theirrepresentatives to their factory to witnessthe testing where they not only verify thatthe fender complies with their requirements,but they can see first-hand how the fendervisually performs under the rigors of an

Quality translates to better value

Photo courtesy of Quayquip

F

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extreme loading condition.“Quayquip ischampioning the case for more full scale testing of fenders, not just for performanceverification testing of fenders at the point oforder, because that should be a given for allsuppliers,” Gabbitas added. Quayquip can alsoperform fatigue tests on full-size fenders for3,000 load cycles.They believe this raises thebar for the entire industry, and they wouldlike to see the industry adopt more stringentpolicing of testing fender to prove that theyactually work.As mentioned above, the performance and life expectancy of marinefender systems is highly dependent on thecompound composition of the rubber component.Any variations relating to rubbercompound have an impact on the characteristics of the fender. Trelleborg hasdeveloped an analytical test to evaluate rubber compound composition, giving theindustry the opportunity to accurately determine whether the formulation usedaligns to specification, before and after production, and subsequently, to evaluate thefenders’ likely performance characteristics.“It’s great to see that the market is startingto recognise the importance of rubber compound composition in ensuring performance, but the ingredients used arejust half of the battle. It’s essential that westart to work towards a deeper understandingof the impact of the manufacturing process,and ensuring production does not impactperformance,” explains Hepworth. In orderto drive standards up, Hepworth feels theindustry must also recognise the importanceof the manufacturing process, and in particularthe mixing of rubber and carbon black.Thereare certain percentage requirements for rubber (minimum of 45%), carbon black (minimum of 20%) and ash (maximum of 5%).However, the inclusion and correct ratio ofthese ingredients is not enough to guaranteethe quality of the final compound, and thereforethe performance of the fender, and can bedegraded by an inferior manufacturingprocess. But this is something to be highlightedin another issue.

Trelleborg was recently awarded the contractto supply the Port of Longyearbyen, as partof a project to enable the berthing of extra-large vessels, two MV1250 linked corner fender systems and nine MV750 sidemodular fenders.These fenders will beinstalled along the port’s 84m Bykaia quay,allowing the quay to berth the latest ultra-large container and cruise ships.The

When you have specified and ordered your fenders, the day will come when they are beingdelivered. Often, fender manufacturers will offer the choice of installation, supervision ofinstallation or just supply the fenders with the client sourcing a local contractor to undertake the installation.According to India-based IRM Offshore and Marine Engineersinstallation of a fender system is one of the most important aspects for the proper functioning of the fenders, safe berthing and especially the lifetime of the fenders. Just asmall misalignment of, for example, the marking of holes with a level gauge, could lead to thecomplete fender system being misaligned, and thereby result in abnormal high forces concentrated on one point on the fender. IRM Offshore and Marine Engineers offer a rangeof extensive installation manuals which they generally provide to their clients. In some casesthey will customise these manuals in case of a special fender design if required.Although themanuals work in theory the company insists that any work undertaken should be supervised or executed by their own experienced engineers.Their team will co-ordinate,guide and ensure that the installation work starts with the right procedure, the right tools,and that throughout the installation process the right methodology is followed.This ensuresthat the fenders are installed in the right manner and operate according to design.Installation of the fenders may look easy but it has to be done with great accuracy. In manycases, engineers start the installation by inspecting the waterside of the quay-wall in a hanging platform and marking the holes with a level gauge. Conforming to guidelines, holesare drilled, fenders are lifted, positioned and fitted, and bolts are tightened. IRM Offshoreand Marine Engineers offer supervised installation work as an add-on.As a result, the clientcan save substantial time and costs by awarding the work to a local contractor. If the workis done under expert supervision the time to install the fenders will be kept to a minimumand thereby also the costs. In addition, safety points are taken care of, quality work is beingexecuted, but more importantly there will be a uniform fitment of all the fenders.This willnot only increase the life of the fenders but also guarantee safe berthing, reduced maintenance cost and less risk of accidents during the installation.

Fender Installation

“Trelleborg was recently awarded the contract to supply the Port of Longyearbyen, as part of a project to enable the berthing of

extra-large vessels, two MV1250 linked corner fender systems and nineMV750 side modular fenders. These fenders will be installed along the

port’s 84m Bykaia quay, allowing the quay to berth the latest ultra-large container and cruise ships.”

Trelleborg

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port represents a logistic and commercialhub for cargo and cruise vessels for theSvalbard archipelago and is located just1,300km from the North Pole. Despite sub-zero temperatures,A Våge AS successfullyinstalled both the MV1250 corner fender systems, each of the nine MV750 side modularfenders and the MV750 side panels usingwater cooling equipment.This ensured thatfrom beginning to end, the installation processtook less than half the time originally anticipated.When the wider quay upgrade iscomplete, Longyearbyen’s Bykaia will offer116m of deep-water quay, with up to 9mdepth, enabling berthing for vessels over330m in length.Trelleborg also completed thesupply and installation of over 70 UE1000Unit Element fender systems to DP WorldSouthampton for their berth upgrade.Thenew systems will allow the terminal to berththe latest ultra-large container ships.TheirUE1000 Unit Element fenders were originallyinstalled on SCT 1 berth in 1996.The secondproject with DP World highlighted toTrelleborg that the industry really is startingto take note of the importance of rubbercompound specification in order to guarantee fender performance. DP World,UAE Region, actually built their rubber qualitystandards into their fender specification forthe Quay four refurbishment project atTerminal 1 of Jebel Ali Port in Dubai.After

working on the project with DP World since2011, they supplied 60 super cone SCN 1300fenders to protect berths 18 and 19.Trelleborg also recommended DP World to test thefinal fenders when they arrived on site orbefore shipping from the production facility,using an analytical test developed earlier thisyear - and that this is built into all specifications. On this occasion, DP Worldrandomly selected two fenders while visitingTrelleborg’s manufacturing plant in Qingdao,China for further TGA testing to ensure continuity of quality throughout the production process.

Quayquip recently received a contract for 13sets of QCL1700 cell fenders and headstocksupport frames for Stewart World Port inBritish Columbia, Canada. It also received 2contracts from Brazil, one from Barra doRio for 9 sets of QCN1000 and 10 sets ofQCN1100 for Civilport.A container port inGdynia, Poland awarded a contract for 16sets of QME1450 elements. Quayquip is alsoproviding 36 sets of 3.1m diameter wheelfender for the world’s largest lock in Antwerp,Belgium and a complete Ship ImpactProtection System (SIPS) for London’sCrossrail project.The company completedwork at the BP terminal at Sullom Voe,Shetland, which included QCN1800 and

QCN2000 cone fenders complete with steeland concrete composite dolphin supportstructures.At the Port of Montreal, Canada,the company installed 10 sets of QME1250element fenders and 12 sets of QCN1200cone fenders and 18 sets of QME800 elementfenders for Davao in the Philippines. Quayquiphas also extensively been involved in variouscritical aspects of the new locks for thePanama Canal.Works packages for the fenders has included MOF berths for bothAtlantic and Pacific sides, the latest generation of wheel fenders developed byQuayquip for the knuckle corners to guidethe ships into each set of locks, and 5 sets oflinked panel fender walls at the lock entrancemonoliths.

In September 2014, Fendercare Marine provided fendering support to a flotilla ofNATO warships in the port of Cardiff duringthe NATO summit.The company provided 24Yokohama pneumatic fenders for the twolargest vessels - the French anti-submarinefrigate La Motte-Picquet and the Royal Navy’snewest warship, the Type 45 destroyer HMSDuncan. Fendercare Marine has been a supplier of fenders and marine hardware tothe MoD since 1999 and also supports naviesthroughout the world, winning a USD 29 million contract with the US Navy in 2012.

Photo courtesy of Fendercare Marine

Quayquip

Fendercare Marine