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Category Archives: Case Studies


Last year, we launched our range of pneumatic and foam fenders to the rental market in a bid to relieve the burden placed on port operators and owners, needing high quality solutions quickly. So, I wanted to share with you a novel application the solution has served. We have supplied six of our high quality 1.5 x 3 metre pneumatic fenders to Shetland Maritime Ltd, on a long term lease.

The fenders will safeguard the mooring of one of several floating hotels – or floatels – based on barges, helping to provide accommodation for up to 1,070 workers employed on two multi-million pound industrial projects in the Shetland Islands.

Our cost-effective rental service provided the ideal solution for the docking of the accommodation vessel, which demanded a high quality assured fendering system capable of providing a safe and reliable cushion between the vessel and quay for the duration of both projects.

Our pneumatic fenders are ideal for semi-permanent, cost effective operations; they’re fast and easy to deploy, and they require minimal maintenance. Known for their massive energy absorption, they also have a low reaction force that makes them an ideal ship protection medium for LNG vessels, ocean platforms, floating structures, large docks and many load sensitive structures. All our pneumatic fenders are also ISO: 17357:2002 certified – and can be delivered to fit with tight lead times, just get in touch to see what we can do.

To find out more about our rental service, visit:



We recently worked with ABG Shipyard Ltd in Gujarat, India, to develop a bespoke fendering solution which needed to overcome the high tidal variation, underwater current and high wind velocity that they face at their shipyard.

The work we did with ABG Shipyard is a great example of how much added value a bespoke solution, considered on the merits of the specific development, can bring to a project.  When we talk about the benefits of bespoke solutions, it’s often in terms of safety and reducing maintenance – and therefore enabling whole life cost savings. In this case, overcoming the various hurdles brought about in the project, and sticking to a tight timeframe saved ABG Shipyard about €2 million of cost for their project.

The solution required for ABG Shipyard meant that a lot of operational hurdles needed to be overcome, in addition to the demanding environmental considerations, the system was required to meet the conflicting demands of an economical jetty design, whilst being able to accommodate high impact loads.

The solution we came to ultimately used two piles connected with a fabricated frame to improve the load carrying capacity of the jetty. Parallel motion fenders were then installed on the centre of these beams to further reduce impact on the structure, eliminating conventional fenders but providing the most cost effective and easily installed solution, with a quick turnaround time.

The beam structure was designed at our Design Centre of Excellence in India, which also carried out stress analysis of the proposed system.  The complete proposal, including stress analysis, was reviewed and approved by ABG Shipyard and their structural consultant, engineers, as well as being validated by British Maritime (BMT), who acted as independent third party design review.

We worked closely with ABG’s civil consultant and technical team and combined our design and manufacturing capabilities with their knowledge of the specific environmental conditions they work with every day.  Thanks to this sharing of expertise, we were able to develop an effective solution that perfectly met the needs of the project.

I’ll leave you with a few words from D.N. Mathur, Senior Vice President of Projects at ABG Shipyard Ltd. I think Mr Mathur’s words summarise how much value a tailor made solution can add, and the need for suppliers to be involved at the design stage, to maximise operational efficiencies, and reduce costs.

“Trelleborg worked with our civil consultant and technical team to develop a custom-built solution, without overrunning on tight project timelines. Overcoming the operational hurdles posed by the rough environmental conditions at the jetty within this timeframe meant a saving of approximately €2 million to ABG.”


Tom Toth, Technical Manager for Offshore Integrated Mooring, Trelleborg Marine Systems

With the Petrobas’ jetty in Bahia, Brazil currently under construction and  the conversion  of LNGC Golar Winter to a Floating Storage and Regasification Unit (FSRU), which will be moored alongside: how important is it to have an one party with oversight of the design requirements of the FSRU, jetty and Liquefied Natural Gas Carrier (LNGC)?

FSRUs provide an economical alternative to land based fixed LNG import terminals, offering  relatively short lead time to start up, significantly lower capital cost to construct and the ability to cater to difficult to access or isolated locations. They can also provide effective interim solutions before a major onshore terminal is built.

Essentially, the FSRU (a ship like facility) can take the place of an onshore LNG import terminal with a regasification plant, thereby acting as a floating LNG import terminal. The majority of FSRUs are semi-permanently moored to a land based or isolated jetty-like structure and receive natural gas in a liquefied state from LNG carriers (LNGC) that berth alongside in a moored ship-to-ship (STS) configuration.

An important consideration to ensure the success of these increasingly prevalent projects is the need for the FSRU, jetty and LNGC to be considered holistically in the design phase. To achieve efficient operation, docking and mooring solutions between FSRU, jetty and LNGC should be seamlessly integrated and developed mutually inclusively.

However, we are often finding demarcation in design of the mooring interfaces between the FSRU and jetty, and between the FSRU and LNGC.  Unfortunately, the ‘greyness’ of technical specifications and the split of key components within mooring and berthing packages can often lead to interface or integration  incompatibilities once the FSRU is in operation.

With the FSRU’s development entrusted to a dedicated ship designer, and the jetty being designed separately, the interfaces between the FLNG, jetty and LNGC need careful consideration with regard to the interface protocols, communications methodology and the hardware that makes the physical connections. This is to ensure that all entities work seamlessly together to avoid operational issues.

The FSRU vessel, rather than the jetty, will generally be the central control centre for loading operations and the consolidation point for mooring tension, met ocean monitoring, emergency mooring release and a host of other ship to ship and ship to shore facilities.  As such, the jetty and LNGC’s operations are dependent on the FSRU, as the efficiency of the FSRU itself is dependent on smooth operations between the other two entities.

Class Rules apply to the construction and equipment installed on the FSRU, however, they are generally not applicable to the design of the jetty or the mooring system.   Marine guidelines published by OCIMF and SIGTTO cover recommendations for both jetty and vessel but these are not mandatory. It is therefore important that there is a party that will cast a “birds eye view” over the entire facility, inclusively of all three entities.

The case of the Bahia LNG import terminal, which is currently under construction, could be considered an excellent model, since both the FSRU and jetty side design have been considered holistically by all the key stakeholders. Our OIM team have worked closely with the relevant parties to provide an integrated docking and mooring solution that should satisfy the operational needs of the jetty, FSRU and LNGC.

Having had an overview of the design requirements for both, we have been able to add value to the project by providing our input across both FSRU and jetty facility designers and this should ensure that the systems operational interfaces are aligned and considered well before the construction stage.

Any modifications or changes needed once the FSRU is in service will be costly and potentially impractical to implement.  Such problems are easily avoided when the shared needs of FSRU, jetty and LNGC are considered holistically and developed to complement each other at the design stage.


Richard Hepworth, Managing Director, Trelleborg Marine Systems

As vessel sizes steadily increase, so too do the pressures exerted on port infrastructure and ports around the world need to proactively work to manage these increased vessel sizes.  We’ve selected the work we did with the National Grid LNG terminal at the Isle of Grain in England to showcase how industry can work together to proactively tackle these potential issues.  The case study features the upgrade of jetty ten and the construction of a new jetty at the terminal. This enables the new breed of large LNG vessels to berth and discharge or load contents to and from the facility, thus improving the production rate at the plant.   See Part One of the case study here and keep an eye on our YouTube site for the next instalments.


By Richard Hepworth, Managing Director, Trelleborg Marine Systems

Salerno Contract Win

The panels for Salerno being prepared. The white marks are a quality control check for the thickness of the paint.

Customers quite rightly demand the ability to meet demanding specifications and tight delivery timescales. Indeed, it’s our capabilities to accommodate stringent design parameters and time pressures that enable me to proudly announce our new contract to supply Super Cone Fenders and Tee Head bollards to Salerno Port, Italy.

Working with RCM Costruzioni, our technical know-how was called upon to overcome restricted space for the cone fender due to a limited high capping beam. What’s more, we also needed to prove that we have the internal processes in place to deliver to exceptionally short lead times with 34 sets of SCN1300 Super Cone Fender Systems and 24 sets of Tee Head bollards 100t required by November. No mean feat!

Fresh from the findings of our latest Barometer report, which brought to the fore that the robust testing of rubber and steel is not routinely performed by all suppliers, I’d like to take this opportunity to point out that all fenders supplied by Trelleborg are fully compliant with PIANC Guidelines and have undergone both laboratory and full scale product testing. Given our industry reputation I’d hope that goes without saying and certainly for our client contact at RCM Construzioni, Mr. Elio Rainone, this played an important part in his decision to specify Trelleborg Marine Systems.

On that note I leave you with some kind words supplied by Mr. Rainone himself and look forward to sharing more company news with you soon…

“Due to Trelleborg’s strong reputation and technical qualification, they are already a preferred supplier for both the port authorities and us, the contractor.

“The solution provided by Trelleborg Marine Systems met the requirements of both parties: the port authorities wanted a reliable solution, with a long life cycle.  For us, an important factor was the necessity of an accessible dedicated project management team, and the assurance of high quality aftercare.”


By Simon Wilson, managing director of Trelleborg Marine Systems’ Docking and Mooring Division.

Terminal Safety

How can you be sure that a hazardous cargo is not put at risk when moored at your dock? Facilities of LNG Terminals need to be of the highest safety standards otherwise ship and terminal can be at the mercy of tide, weather and current during critical gas discharge operations.

Swift reaction to dangerous conditions, with appropriate warning alerts and automated / remotely operated mooring systems, can mean the difference between catastrophe and a minor interruption in offloading.

Optimum safety with efficient performance is why advanced TMS mooring technology was fitted at the new Escobar LNG terminal, on the river Parana des las Palmas, 40 km /25 miles north of Buenos Aires, Argentina. The Trelleborg Quick Release Hook (QRH) systems on triple and quadruple capstans, installed as recommended by SIGTTO, OCIMF and the IMO, enable safe release of each mooring line without manual intervention, even when under tension.

The QRHs are supplemented are enhanced by the Trelleborg Electric Release system, allowing remote operation in an emergency or when a vessel is leaving the berth. Protected by a four-way redundancy system, operation can be from a control room – button or screen operated, on the quay side from an actuator box or via a manual release on the hook; a fail-safe prevents unauthorized remote release.

The Trelleborg SmartHook® load monitoring system integrates the safety of mooring conditions with individual line tensions in real time, providing onscreen control room warning, and a jetty-based high intensity light and siren. Load tension data also feeds into the jetty data bank, for essential safety and efficiency feedback. High technology mooring systems also help fulfill the requirements of marine insurance.

Topic discussions

Avoiding mooring risk
Quick release safety systems
Remote release mooring


By Richard Hepworth, managing director of Trelleborg Marine Systems

Ports primed for investment surge

It’s immensely pleasing, despite the global downturn, that port owners contractors and consultants are optimistic enough to predict that capital expenditure will rise or at least stay the same over the next 12 months.

At least that was the view of most (55%) decision makers we polled last year as part of a comprehensive market report on the ports, harbours and terminal sector. The Barometer Report, conducted with Port Strategy magazine, also revealed that operational expenditure will remain at current levels or increase with 60% backing this claim.

The apparent optimism is good for the market and good for the economies of the world, which need investment in the global ports to drive trading growth. But I must also sound a note of caution. While the short term outlook is much improved, our research also reveals that these decision makers don’t necessarily expect investment to return to the levels we enjoyed a few years ago. Almost two thirds think it could be less or, at best, static.

The risk of this is only too real. There is a fear that not enough investment will come through to offset the reduction in maintenance we’ve witnessed during the global recession. Ports, harbours and terminals need to embrace the ethos of making adequate investment now to ward off the future costs of downtime.

Trelleborg’s Barometer Report, which details a wide range of findings from the industry survey, is available now as a free download from Takes the Pressure Off.