28 minute read
Changing dangerous goods regulations
PeregrineStorrs-Fox,RiskManagement Director,TTClubdiscussestheimportance ofdangerousgoodsregulations.
t cannot be overstated how critical it is to maintain good practice when shipping dangerous goods. 14 July 2022 sees the passing of the tenth anniversary of the fateful Atlantic crossing of the MSC Flaminia that cost the lives of three seafarers and resulted in extensive damage to cargo and the ship. The forensic investigations and litigation that followed the Flaminia incident demonstrate the complexity of shipping dangerous goods through the maritime supply chain in terms of regulation,practices and expectations.The 2018 judgment in the liability phase of the litigation provides excellent analysis of logistics workflow and is recommended reading for that alone. The court determined that the shipper had failed to take account of the nature of the cargo and the specific circumstances of this shipment. Equally, it found that the NVOC had failed to act on the extensive information available from the shipper and specifically did not disclose key information about the cargo to the carrier. Following this reasoning, both the shipper and NVOC were found strictly liable under US Carriage of Goods by Sea Act (COGSA). The matter remains subject to appeal, unresolved ten years on, displaying one of the long-tail consequences of such incidents.
Regulation responds to incidents
Aside from the litigation, there were lessons learned from this tragic incident that were subsequently incorporated into the relevant regulations, the International Maritime Dangerous Goods Code (IMDG code). In two iterations of IMDG, new UN Numbers were created for this type of product, within subdivision Class 4.1 for polymerizing substances, followed by additional requirements for cargoes classified in this way to be transported under temperature control. However, the process of amending the IMDG Code (and related United Nations Recommendations on the Transport of Dangerous Goods, commonly known as the UN Model Regulations, or ‘Orange Book’) is a lengthy one and these changes took several years to become mandatory.Worryingly,TT Club was alerted at the end of 2021 that the subject commodity was still being declared incorrectly under the previous Class 9 UN Number.
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ChangingChanging dangerousdangerous goodsgoods regulationsregulations
Errors, misunderstandings, mis-declarations and inadequate packing and securing lie at the heart of many significant incidents, both at sea and in storage facilities.As ultra-large container ships have continued to increase in size - the largest currently more than three times the capacity of Flaminia - the potential for economic, human and environmental impacts rise in proportion.
IMDG Code 101
The IMDG Code was initially developed as an international code for the maritime transport of dangerous goods in packaged form approaching six decades ago.The aspiration was to improve practices, enabling the safe
carriage of dangerous goods and mitigating the risks of disasters, injuries, loss of assets and environmental damage. Furthermore, training for all those involved in entering dangerous goods cargo into the maritime supply chain has been mandatorily applicable since 1 January 2004, under the Safety of Life at Sea (SOLAS) Convention.
Since its initial introduction, the IMDG Code has been updated on a biennial cycle to maintain pace with the ever-changing needs of the industry as well as responding to the lessons learned from incidents.Amendments to the IMDG Code typically originate from two sources: proposals submitted directly to the International Maritime Organization (IMO) by Member Governments or industry bodies with consultative status, as well as amendments to take account of changes to the UN Model Regulations, which sets the basic requirements for all transport modes.
Needless to say, ensuring compliance with the latest mandatorily applicable version of the IMDG Code is essential as a minimum standard for all those shipping dangerous goods by sea. Indeed, the Flaminia judgment even made clear that the regulations merely set the baseline, an important statement for any entity or individual inclined to rely solely on the ‘letter ’ in relation to consigning dangerous goods.
Revised ‘Book it Right, Pack itTight’
Recognising the importance of getting it right, TT Club has again teamed up with UK P&I Club in order to support all participants in the maritime supply chain in publishing a detailed guidance document on the IMDG requirements ‘Book it Right, Pack it Tight’ . This version of the guidance reflects the updates in Amendment 40-20 of IMDG, which has been available to be applied voluntarily since 1 January 2021, but became mandatory from 1 June 2022.
The ‘Book it Right, Pack it Tight’ publication provides key insights for all participants in the freight supply chain responsible for preparing unitised consignments of dangerous goods for carriage by sea. The guide is intended to support shippers, forwarders, shipping line booking personnel and those who pack dangerous goods into cargo transport units (CTUs) in the technical aspects of the IMDG Code.The aspiration is to influence behaviours and levels of compliance by assisting all involved to understand their own duties and the duties of their contractual partners through the global supply chain. The guidance is split into two parts... Part A of the guide breaks down the process of preparing and booking the cargo into practical steps and explores the roles and requirements of those involved in each step:
Step 1: Classification of dangerous goods Step 2: Selection of packaging Step 3: Marking and labelling the packages Step 4: Preparing the transport document for booking with the shipping line Step 5: Applying the segregation rules Step 6: Packing the cargo transport unit Step 7: Producing the cargo transport unitpacking certificate
Part B provides background information to the IMDG Code, classification and references to further materials.
Cargo integrity matters
Closely related to the issues specific to dangerous goods are the broader issues of packing cargo in general.While the IMO / ILO / UNECE Code of Practice for Packing of CargoTransport Units (CTU Code) remains non-mandatory international law, it is clearly referenced from the IMDG Code.
Equally,
‘Book it Right, Pack it Tight’ refers to the CTU Code as the definitive industry code of practice on how to pack and secure cargo of all types in cargo transport units, imploring all operators to adopt the principles therein, thus improving operational practices. For further information on this, look at TT’ s cargo integrity resources.
Port construction round-up
ClaireInstonereports…
This issue ’ s port construction feature reports not only on plans for new ports and terminals but news of investments being made in order to see old structures and facilities revamped and brought up to scratch. Considerations are being made on numerous sites that are old and‘behind the times ’ in terms of their offerings. Discussions are taking place on the rebuilding of Tin Can Island Port,TNPA are putting R16.1 billion into infrastructure development at various ports, and in Russia, reconstruction of infrastructure facilities at the seaport of Korsakov are in the design phase.
As well as facilities due to rise from the ashes, we also take a look at myriad initiatives around the globe that have received funding for expansion, recently opened for business, awarded major contracts and those that have plans in the pipeline.
Funding for expansion
* The Port of New Orleans in the US has confirmed it was allocated nearly USD97 million by the Louisiana Legislature during the recently-completed 2022 session to help pay for its new container cranes, design a critical road in St. Bernard Parish and bolster funding for several of its other expansion projects. Port officials said the money, which was part of a broad expansion of state funding for infrastructure projects across the state, will be put towards growing its existing upriver container and cold storage terminals.
It will also be used to build a road in St. Bernard Parish that is a crucial part of the infrastructure for the proposed USD1.5 billion Louisiana International Terminal, the downriver container port being built in Violet. Brandy Christian, CEO of Port Nola and the New Orleans Public Belt Railroad, said the work will help New Orleans compete with ports like Los Angeles. “These projects will position Port NOLA to take full advantage of current cargo opportunities, including serving as an alternative gateway to the West Coast, ” she said in a prepared statement. USD30.5 million of state money was allocated to finish the rehabilitation of the antiquated St. Claude Avenue Bridge, which is vulnerable to bottlenecks.
Moreover, the existing upriver Napoleon Avenue Container Terminal Container Crane Expansion Project got a further USD8.1 million. Those funds will be used to complete the installation of four new container gantry cranes that move cargo to and from ships. The cranes arrived in December and are expected to be operational shortly.
Also, just under USD8 million of state money will go toward the USD49 million expansion of Port NOLA’ s Jourdan Road Cold Storage Terminal, which will allow it to nearly double in size to 304,000 square feet.
* DP World and the Saudi Ports Authority (Mawani) have announced the signing of a 30-year agreement with an investment value of more than SAR 500 million (approx. USD133 million) to build a state-of-the-art, Logistics Park at the Jeddah Islamic Port. The 415,000 square metre purpose-built facility will bolster DP World’ s footprint in the region and will bring pioneering multi-modal logistics solutions to the Kingdom of Saudi Arabia.The agreement aims to establish the logistics park with an in-land container depot capacity of approximately 250,000TEUs and warehousing storage space.
Sultan Ahmed Bin Sulayem, Group Chairman and CEO of DP World, commented: “We are committed to enhancing the role and the status of Jeddah’ s Islamic port, which is strategically located on the Red Sea and has historically played a pivotal role in facilitating the movement of trade between the East and theWest.A key part of our strategy as an end-to-end supply chain solutions provider, is to package logistical services for our customers and bridge any existing gaps in the market. Facilities like these will enable us to make deeper inroads into the Kingdom, by extending our collaboration with leading logistical service providers. ” DPWorld signed a new concession agreement with Mawani inApril 2020 to continue operating and managing the South Container Terminal at Jeddah Islamic Port for the next 30 years, committing to invest a total of more than SAR 3 billion (approx. USD800 million) to expand and modernise the terminal.
The overhaul project, which will take place over four phases and is set to be completed by 2024, will see infrastructural upgrades, including the broadening of draught depth and quay, and the installation of advanced equipment and technologies, automation and digitalisation programmes, in addition to decarbonisation initiatives.When complete, the revamped terminal will double Jeddah Islamic Port’ s container handling capacity from 2.5 million TEUs to 4 million TEUs.
* The Port of Tallinn in Estonia is set to invest up to €53 million (approx. USD56 million) to build a new quay to service wind farms in Paldiski South Harbour. Due to the favourable location of Paldiski South Harbour, the construction of the new quay will create preconditions for Port of Tallinn to become an important partner in the construction and subsequent maintenance of offshore wind farms in the Baltic Sea region.
Co-financed by European Commission in the amount of €20 million, the investment will go to a new 310-meter quay with a 10-hectare area beyond the quay.The new quay will ensure the capacity of the port to receive high-draught special-purpose vessels for the construction of offshore wind farms and the transport of wind turbine components. The large rear area beyond the quay allows various preparations for the manufacture and storage of generators and wind turbine blades before being loaded on a ship. Moreover, the new quay can be used to service ro-ro vessels if required.The works are cited to be finished in the summer of 2025.
Open for business
* Ports of Stockholm is one of the world’ s largest passenger ports and Stockholm is a very popular cruise destination. Now the possibilities for cruise ships to call at Stockholm have increased with the opening of a brand-new quay at Frihamnen Port.The new quay at Frihamnen Port opened on 21st June. The site was previously the location of the container terminal, which moved in 2020 to the newly built freight port hub, Stockholm Norvik Port.The move of the container terminal provided new opportunities for the container business to develop, but also opened up space for a brand-new cruise quay in the heart of Stockholm.
The new quay is 330 meters in length and is surrounded by ample space for efficient traffic flow, such as the arrival and departure of buses and taxis.The new quay is particularly suitable for turnaround calls, where a lot of space is needed for passengers checking in and checking out.
Another investment that Ports of Stockholm has begun is to provide cruise quays with onshore power connection facilities for the cruise ships. Next year the first facility for cruise ship onshore power connection will come into operation at the city centre Stadsgården quay.This is a joint initiative together with other Baltic Sea ports and is an important part of the ongoing environmental work towards sustainable cruise tourism.
* In the States, JAXPORT contractors have completed the final phase of USD100 million in berth enhancements at the SSA Jacksonville Container Terminal (JCT) at JAXPORT’ s Blount Island Marine Terminal.The last stage of the project, the rehabilitation of 700 linear feet of deep-water berthing space, was completed at the end of June in coordination with the recently completed Jacksonville Harbour Deepening Project.
The SSA JCT now features a 47-foot channel depth with 2,400 linear feet of newly rebuilt berthing space capable of accommodating two post-Panamax container ships at the same time. The multi-faceted berth rehabilitation project began in 2016 with the installation of a highvoltage electrical system equipped to power up to 10 state-of-the-art environmentally friendly container cranes, including three already in use and an additional three currently on order by SSA Atlantic.
Subsequently, the berths were reconstructed in a series of four phases. “This project significantly enhances our deep-water berthing capabilities at Blount Island, maximising the efficiencies created by the deepening project, ” said JAXPORT CEO Eric Green.
In addition to the reconstructed berths and new cranes, more than USD72 million in phased yard improvements are underway to enable JCT to accommodate 500,000 TEUs annually.
Contracts awarded
* In the US, the Port Commission of the Port of Houston Authority have awarded two of the largest contracts in its history. The commission approved the staff’ s recommendation to award Weeks Marine and Curtin Maritime Corporation contracts totalling USD430 million to complete the remaining Galveston Bay segments of the Houston Ship Channel expansion project.
“The teams recommended were the top proposers - best schedules, lowest costs and estimated NOx emissions, and most S/MWBE inclusion, ” Executive Director Roger Guenther said in his report. “Nearly 32% of the contracts will go to S/MWBE companies furthering our commitment to business equity, which is a priority for Port Houston. ”
According to the USACE, the Houston Ship Channel is the busiest waterway in the nation. Port Houston ’ s eight public terminals and more than 200 private facilities have an economic impact of nearly USD802 billion in annual activity to the nation.
* DCT Gdansk in Poland has selected contractors to begin works for the T3 expansion project.T3 will include a deep-water quay of 717 meters in length and 17.5 meters in depth. Moreover, it will have a yard area of 36.5 hectares.The contract is with a consortium of Budimex S.A. and Dredging International NV. When T3 is complete, DCT will be among the largest container terminal hubs in Europe.
The investment will involve the purchase of 7 new quay cranes capable of handling the world’ s largest vessels, and 20 semi-automated Rail Mounted Gantry (RMG) cranes for the container yard.The works - including dredging and reclamation - are set to start this September and will be followed in early 2023 by the construction of the northern and southern walls, and the main berth.T3 is scheduled to open for operations by mid 2024, with full completion of the project planned for the second quarter of 2025. In its first phase, the new terminal will increase DCT Gdansk’ s handling capacity by 1.7 millionTEUs to a total of 4.5 million TEUs annually.
Plans in the pipeline
* The US Army Corps of Engineers has announced the signing of a Chief’ s Report for the NewYork & New Jersey (NYNJ) Harbour Deepening and Channel Improvements Study. NYNJ is the busiest container port on the East and Gulf Coasts and the second busiest container gateway in the United States.
The Chief’ s Report recommends bend widenings and channel deepening in the existing -50 feet Mean Lower Low Water (MLLW) datum channels; and in Ambrose Channel, currently -58 feet MLLW.The fleet of container vessels calling the port today include longer and deeper ships that experience manoeuvrability problems at the existing channel bends ’ widths; and are depth constrained at the existing channel depths. This causes light loading of vessels and economic inefficiencies.
Therefore NewYork District, in partnership with the Port Authority of NewYork and New Jersey, has investigated and found that it is environmentally acceptable and economically feasible to improve the existing channels. The Chief’ s Report’ s recommended plan would widen all channel bends and deepen the channels from the ocean to Port Newark and Elizabeth and Port Jersey to -55 feet MLLW for current vessels calling the port and for more under keel clearance for those vessels.
* According to recent reports, the United Arab Emirates is going to build a new Red Sea port in Sudan as part of a USD6 billion investment package which will include a free trade zone and a large agricultural project. A memorandum of understanding has apparently been signed for the USD4 billion facility - a joint project between DAL group and Abu Dhabi Ports, owned by Abu Dhabi’ s holding company ADQ.The new port is cited to handle various commodities and compete with the country ’ s main national port, Port Sudan.The project is said to be in the advanced stages with studies and designs complete.
* HPC Hamburg Port Consulting together with PT Melchers Melindo Indonesia has been contracted to deliver a valued judgement on investment in development of Indonesia ’ s deepest dry bulk terminal. HPC and PT Melchers Melindo Indonesia, part of the international business development group Melchers, have signed a contract with the port operator PT Krakatau Bandar Samudera (PT KBS) to provide an independent study aimed at validating the potential of extending the capacity of Krakatau International Port to handle cargo in addition to dry bulk and break-bulk commodities. Situated on the West coast of Java, the facility faces the Sunda Strait, one of Southeast Asia ’ s busiest marine trade routes.
PT KBS aims to maximise the potential for the port’ s cargo handling ability and further develop its portfolio.The study will include market forecasts,a port operations development concept and financial analysis, which will inform the port’ s plan to expand facilities for handling other cargo types.The intention is to further participate in, and benefit from the growing trade via the Sunda Strait.The contracting by PT KBS of the business development partner PT Melchers Melindo Indonesia and global port specialist HPC for this pre-feasibility study follows a Memorandum of Understanding between the three parties back in November.
Revamps in the works
* In Lagos in Africa, the Federal Government is considering rebuilding Tin Can Island Port which has become weak due to its old age. The Nigerian Ports Authority (NPA) had budgeted over N300 billion (approx. USD600 million) for reconstruction.
“We cannot build on a weak foundation. It is vital that we get these two very important ports modernised and ready to berth modern vessels.The state of the ports shows decades of neglect but it’ s better late than never, ” stated a ministerial representative.
The Managing Director of NPA, Mohammed Bello Koko, has also raised concern over the poor state of the port complex and had to allay the fears of stakeholders by confirming the Port Authority is already at the conclusive stages of funding options to save the port. Options for moving forward include talks with competent multilateral funding institutions and the possibility of the Authority using a percentage of the revenue or transfers to consolidated revenue fund to fund the reconstruction of the port.
“Although the Nigerian Ports Authority has been undertaking remedial works on the quays, the time has come for a holistic reconstruction and the Authority is working with the Federal Ministry of Transportation on the most prudent funding option, ” stated Bello Koko.
* Nigerian Ports AuthorityTransnet National Ports Authority (TNPA) will be putting R16.1 billion into infrastructure development at the ports of Mossel Bay, Saldanha and Cape Town for the next seven years.The investment is part of the TNPA’ s strategic repositioning of itsWestern Region ports to efficiently facilitate trade and create much-needed jobs.
The Western Region ’ s capital investment programme has an allocation of R2.2bn to the Port of Mossel Bay; R8.4bn to Saldanha; and R5.5bn to Cape Town.At Mossel Bay, some of the key capital projects include the slipway facility refurbishment, and Quay 3 sheet pilling. Projects that are spread across the seven-year period include the deepening of the port and Quay 4, as well as the breakwater extension.
At the Port of Saldanha, capital projects are already under way and include the acquisition of a tugboat, installation of perimeter-fencing and provision of bulk-power.The broader seven-year initiative includes the extension of Berth 205; berth construction of the ore expansion phase 2; as well as the refurbishment of the main breakwater and causeway rock revetment.
As for Cape Town, the facility will see the delivery of a robust R260m capital programme, comprising the procurement of a helicopter and the replacement of two tugboats. Phase 2 of the CapeTown container terminal expansion and the acquisition of 10 dry-dock cranes form part of the port’ s seven-year programme. * A recent meeting of the Minister of Construction, Housing and Utilities of the Russian Federation, and the Governor of the Sakhalin Region, has included discussions on the reconstruction of infrastructure facilities at the seaport of Korsakov.According to press reports, work on design documentation is currently underway with construction of infrastructure cited for next year.An invitation to tender was recently issued to select an organisation for the right to sign a contract on development of a design for “Reconstruction of port infrastructure facilities in seaport Korsakov ” in the framework of “Logistic technopark (Korsakov port)” Phase 1.
* In a recent visit to the Antwerp Port Authority in Belgium, Serbian Construction, Transport and Infrastructure Minister, Tomislav Momirovic, announced that almost half a billion euros will be invested in the Port of Belgrade in 2023.Momirovic confirmed that the investments in the waterways sector would include the river ports Bogojevo,Prahovo and Sremska Mitrovica along with investments already made in the port of Novi Sad.
Bigger and better
* Singapore, one of the world’ s busiest ports, is backing an ambitious modernisation plan. The facility is moving forward with a S$20 billion (approx. USD14 billion) project to construct the world’ s biggest automated port by 2040 - one that will double existing space and feature drones and autonomous vehicles. Operations began at two new berths last year, and construction is continuing on the next phase. Located in the Strait of Malacca, Singapore is a regular pit stop on container routes that connectAsian factories to consumers in Europe. The port handled the most trans-shipped cargo in the world in 2020.The vision for Singapore ’ s mega-port - Tuas - is set on a capacity of 65 millionTEUs by 2040.
Once Tuas is complete, Singapore will shut all its existing capacity and relocate everything there. The three city terminals at Tanjong Pagar, Keppel and Brani will all shut and move to Tuas by 2027, while Pasir Panjang terminal will be consolidated by 2040.
* Mediterranean Shipping Co (MSC)‘ s operating subsidiary has laid out plans for a USD6 billion deal with the Ho Chi Minh City (HCMC) Government to buildVietnam ’ s largest port in Can Gio.The city received a proposal fromTerminal Investment Limited (TIL), MSC’ s Switzerland-based operator subsidiary. The plan involves a 7.2-kilometer wharf to accommodate 24,000 TEU vessels.
Overall the facility, to be located on international maritime routes, will have an annual capacity of around 10-15 millionTEUs. The MSC proposal, in cooperation with Vietnam Maritime Corporation and Saigon Port JSC, looks at a seven-phase project, with the first beginning in 2024 and put into operation in 2027.The entire facility is due to become fully operational by 2040. Upon its completion, the new Can Gio Port would replace Cat Lai Port as the nation ’ s largest terminal.
AA WHOLEWHOLE SYSTEMSYSTEM APPROACHAPPROACH TOTO FENDERFENDER PERFORMANCEPERFORMANCE
With larger vessels, increased cargo volume, improved safety awareness, and tougher environmental regulations, today ’ s ports face significant challenges. To accommodate regional compliances and the rapidly changing nature of the shipping industry, ports must find ways to upgrade and future-proof their infrastructure, doing so safely, efficiently, cost-effectively, and sustainably.
Fender systems are a critical part of port infrastructure, and are essential to the safety and efficiency of port operations, protecting vessels and terminals alike.Taking a whole system approach ensures high-quality fender systems optimise vessel throughput and port operations efficiently and safely in the long term. That’ s because a whole system approach to fenders - one that includes application engineering, detailed design, production, and quality control as well as installation,operations, and maintenance - will reduce construction costs, downtime, and operating expenditure. This is in addition to contributing to more efficient berthing operations by improving turnaround times while improving overall operational efficiencies and reducing operational safety risks.
Application engineering
A high level of technical expertise and application engineering is required when it comes to the design and selection of fender systems, which must be able to protect modern ports and terminals, and a wide range of vessels and high-value cargo.
During application engineering, information such as berthing data, site conditions, and environment, needs to be collected.These are assessed alongside other design criteria such as local standards, desired service life, maintenance cost,and frequency - to determine a project’ s unique requirements. Once the functional and operational design parameters are determined, accurate and comprehensive application of berthing energy calculations should be made to engineer the best-fit fender solution.
The kinetic energy of a berthing vessel needs to be absorbed by a suitable fender system. To ensure the fender system absorbs the required amount of energy in actual conditions, fender performance correction factors should be considered.When it comes to fender selection at the application engineering stage, there are two fundamental criteria: * The energy capacity of the fender under the worst operating conditions must be greater than the abnormal design berthing energy.
* The reaction force exerted by the fender onto a vessel or structure must be less than the vessel’ s hull pressure limit and fender mounting structure capacity.
Berthing factors such as angular, temperature, and velocity, need to be considered during the selection of a fender, and data should be backed up with testing documents and published in a catalog.Applying the right performance correction factors is vital to overall fender performance and enhances the lifetime of the fender, reduces maintenance costs, and lowers operational risk.
Best-practice specification
To ensure fenders are fit for purpose, they must be produced in accordance with the specifications of a project.When supplying fenders for a project, a range of application details and fender component information, such as panels and chains, must be specified. Fender specification should be carried out at the start of a project to ensure the right fender system is selected - one that will function as required in its intended environment.
A data-driven approach Taking a data-driven approach to fender design can improve accuracy, reduce costs and enhance port safety. Combining internal data on fenders and external data from the ports, such as berthing speeds, gives port authorities, terminal operators and consultants a clear view of how to improve the design of marine structures.
Meeting current guidelines Fender systems should be designed in accordance with PIANC’ s 2002, the ASTM F2192 or British Standard Code of Practice for Maritime Structures: BS 6349, and be subject to performance and material verification testing, as well as fatigue and durability tests, where applicable.These tests ensure design criteria are met and that a fender system and its components will perform as intended.
Installation The installation of a fender system should also be considered early in the design process. This is because the accessibility for maintenance, wear allowances and protective coatings will all affect the design and selection of the final fender system.
Detailed fender system design
Once a fender system has been selected, the detailed design must be executed and optimised by the fender supplier.This ensures that when in-situ, it delivers superior performance throughout its lifetime, from enhanced safety, lower lifecycle costs, and quicker turnaround times, through to reduced maintenance and repair, better ship stability under mooring, and increased sustainability levels.
Key considerations in best-practice design are: * Maximum reaction force * Fender components including accessories * Front panel design * Low-friction facing pads * Restraining chain design * Fastening system * Corrosion protection * Design checks * Fender system architecture
Fender production and quality control
If the correct fender system is selected during application engineering and is then correctly designed, the procured fender should perform as required in its intended environment. However, it is vital that all parts of the fender system are produced according to their relevant manufacturing standards.To guarantee the performance and durability of a fender system over its lifetime, there are three crucial factors that must be considered in relation to production.
Quality of materials Understanding how the material composition impacts the quality and durability of a fender system is critical. If poorly designed or made from low-grade materials, the performance and longevity of the whole fender system will be compromised, including the fender, the front panel, the low-friction pads, and accessories. Comprehensive material testing is therefore needed to ensure the accuracy of compounds used throughout the manufacturing process.
Manufacturing process Building and curing processes have a significant impact on the final performance of rubber fenders and therefore the overall fender system. It is important to determine a manufacturer ’ s expertise and capabilities in these areas and to understand how the different processes affect fender performance.
Independent quality and performance verification Fender system projects involve sizable contracts and budgets - there is too much at stake to allow manufacturers to serve as their own regulators. In order to ensure objective, trustworthy results for marine fenders, performance verification testing must be conducted in an independent laboratory or by an independent company with its own testing equipment, which works independently of the manufacturer. This will remove any uncertainty and enable end-users to have confidence that the lifecycle and performance of fenders meet specifications, and that the fenders are fit for purpose.
Fender system installation, operations, and maintenance
Correct installation of a fender is vitally important to its performance.When installation is considered early - as part of a whole system approach to fender design - fender systems can be produced to perform optimally in a specific environment.This increases the lifetime of the fender system, reduces downtime and maintenance, and supports safe, continuous operations. Installation and commissioning support should be provided by the fender supplier.This includes installation, training, manuals, oversight, and supervision.
Regular inspection reduces overall maintenance requirements. Leading suppliers have the experience and skills to provide support with on-site supervision, as well as regular fender system inspection and make recommendations on maintenance. This increases a fender ’ s longevity, reduces operating expenditure, and ensures the fender system performs as intended over its full product lifetime. Sustainability is also an increasingly important consideration. A low-cost fender - made from low-quality materials - will have a shorter lifespan than a high-quality fender.Since rubber is hard to recycle, the selection and design of rubber fenders can have a significant environmental impact on a port’ s sustainability credentials. High-quality products with a longer lifetime significantly reduce replacement to support sustainability. To help address the challenges fender systems face in the demanding environments in which fender systems operate, the supplier should provide a full range of after-sales services. High-quality after-sales support incorporates repair services, tailored inspection and maintenance programmes, access to spare parts, timely technical support, on-site service and even customised training programmes.
All photos courtesy of Trelleborg
Conclusion
A high level of technical expertise and experience is required to select the most suitable fender system to safeguard berths, vessels, and port operations.Taking a whole system approach with the support of a supplier with a proven track record is vital to ensuring that this critical equipment is able to facilitate safe, efficient, and sustainable operations.
