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Tag Archives: offshore

TRELLEBORG SUPPLIES SMARTPORT SOLUTION TO SHELL’S PRELUDE FLNG

By Richard Hepworth, President, Trelleborg’s marine systems operation

I’m delighted to reveal that we have supplied our SafePilot solution, Ship Shore Link (SSL), Electrical Shutdown Link (ESL) and radio ESD for tandem condensate offload to Shell’s Prelude FLNG facility, the largest offshore facility ever constructed. Prelude, which is a staggering 488 meters long, 74 meters wide, and made with more than 260,000 tons of steel, is designed to extract and liquefy natural gas from a site in North West Australia.

We’re proud to have supplied our gas transfer technology and SafePilot navigational and piloting systems to such a large-scale project. The products supplied fall under our SmartPort product range, representing the leading technology we use to enable real time communications and information sharing during vessel approach and transfer operations.

In support of Prelude’s process operations, we supplied our industry-leading SSL system for the transfer of LNG from the platform to visiting LNGCs. In addition, we also provided ESL, known more commonly as the SIGTTO link, for LPG transfer. A new radio ESD link, developed with Shell, was used in conjunction with floating hoses for the tandem transfer of natural gas condensate produced as part of the LNG production process.

We also supplied the navigational system to Prelude, designed to closely monitor the relative motion of the FLNG and the carrier during approach, and the sideways berthing/mooring phase as well as a tandem berthing/mooring phase. The motion and position data of the carrier were measured by the Differential Global Positioning System (DGPS) / Globalnaya Navigazionnaya Sputnikovaya Sistema (GLONASS) RTK based Portable Pilot Units (PPU) which was installed on the bridge wing of the gas LNGC.

The PPU is our “all in one” unit with built in roll and pitch sensors. The CAT III unit is quick and easy to set up, as it only contains two GPS antennas and the PPU switches on automatically the moment the antennas are pulled apart.

The position and motion data of the FLNG is measured by the Motion Reference Unit (MRU) and the DGPS / GLONASS RTK based base station on the FLNG. The base and up to five PPUs were linked via a dedicated UHF frequency.

The offshore operation required our precise approach, monitoring and mooring software for the offshore oil and gas industry. This was done by the SafePilot system, the pilot, master, tug operator and control room all having access to a real-time, accurate and independent picture of the relative positions and movement between the different objects and tankers in operation. Our offshore software allowed the ability to view all objects and shuttle tankers together, on a single display.

For more information on our SmartPort solution, including its SSLs and SafePilot solution, visit: http://ow.ly/qfnA30eKsQo

 

TRELLEBORG LAUNCHES NEW ISO17357-1:2014 COMPLIANT PNEUMATIC FENDER

By Richard Hepworth, President of Trelleborg’s marine systems operation

Remaining true to its principle of innovation, Trelleborg’s marine systems operation has launched a new ISO17357-1:2014 compliant, high performance pneumatic fender designed to address the evolving needs of ports, terminals and offshore ship-to-ship transfer applications.

The new quality assured fender features a thinner, lighter body for easier transportation and handling, improved netting and hemispherical ends designed to offer superior functional performance and enhanced continuity of end fittings for optimum deflection capability.

In addition to improvements in the design of the fender, materials have been engineered to ensure a stronger overall performance. After detailed research into optimum tire cord reinforcement, we have re-evaluated our materials to enhance fender performance.

Unlike other manufacturers that use synthetic tire cords for only the body of the fender and chafer fabric at both hemispherical ends, we now use 100% synthetic tire cord for the construction of the entire fender. This directly enhances the fender’s operational ability because synthetic tire-cord has a higher tensile strength than chafer fabric. By incorporating the synthetic tire cord into the entire fender, the stability, longevity, and shape retention of the fender are all significantly enhanced.

Demonstrating our best practice approach to delivering superior products that incorporate optimum, high quality materials, our new pneumatic fender goes above and beyond the minimum requirements of the ISO 17357-1:2014 standard which recommends the use of synthetic tire-cords but does not make it mandatory.

Trelleborg not only meets but exceeds the demands of the ISO17357-1:2014 standard with quality assurance documents and test results shared in a comprehensive, fully-authenticated supporting document package. Proof data, inner and outer rubber material specifications and pressure test data are all included as standard for even greater peace of mind.

Many suppliers however utilize low cost, low quality, non-compliant materials and fail to perform stringent materials and product testing to the requirements of the ISO standard. For instance, for the external rubber layer composition of a fender which plays a major role in its longevity, many suppliers use rubber compounds which fail to comply with the new ISO requirement.

In addition, a large number of suppliers also turn to low cost recycled rubber-based compounds. Others use chafer fabric, a cheaper alternative to tire-cord. The chafer fabric is unable to provide Minimum Endurable Pressure (MEP) at 0% and 60% deflection, which is imperative for pneumatic fenders to work efficiently in harsh conditions.

Many suppliers also reduce the number of plies, or use a reinforcing layer made from a low-cost suboptimal combination of chafer fabric and tire cord as they lack the basic design concepts to produce high quality pneumatic fenders.

Specifiers should also be wary of inefficient, cost-reducing methods used by suppliers such as the use of a heating jacket instead of a mold during the curing process. It is also critical that specifiers are aware of manufacturers claiming to be supplying ISO17357-1:2014 compliant pneumatic fenders which are actually produced using the ‘airbag’ construction method. Products constructed in this manner, are not compliant with ISO17537-1 and will not guarantee the level or longevity of performance of a ‘true’ pneumatic fender.

To find out more about the new ISO17357-1:2014 compliant, high performance pneumatic fender, download the Product Application Briefing now: http://ow.ly/tncb301PFOc.

MARINE SYSTEMS OPERATION SPONSORS PIANC YOUNG PERSONS EVENT

By-line: William Tan, Regional Sales Manager, Trelleborg’s marine systems operation

You may have read that Trelleborg was the official sponsor of PIANC’s latest Young Professionals-Com (YP) networking event, which was held on 27 November at the iconic Boat Quay in Singapore.

YP-Com is dedicated to the career development of PIANC members 40 years of age and younger; locally, nationally and globally. The young persons’ events are designed to encourage global participation within PIANC, and facilitate networking amongst young and senior professionals.

Guests from various fields and regions joined PIANC to share their knowledge and experience, including regional and national consultants, construction companies and suppliers.  With a number of university students also in attendance, the event had a great mix of disciplines and provided a unique opportunity for networking and sharing best practice.

I also took to the stage to discuss a range of key industry issues, as well as Trelleborg’s longstanding association with PIANC.

Feedback was overwhelmingly positive, with many stating what an important platform these events offer for knowledge sharing and deepening learning within the field of marine infrastructure.

I’ll leave you with a couple of words from our Business Unit President to sum up why Trellebrog feels these events are so important.

Richard Hepworth, President of Trelleborg’s marine operation, says: “We have been a PIANC Platinum Partner for over a year now, and feel it’s incredibly important to use this platform to help develop and nurture new talent.  Many of our own employees are part of the PIANC YP program, and we are delighted to continue to be able to share Trelleborg’s research and work with our industry’s new generation.”

TRELLEBORG COMPLETES ACQUISTION OF MARIMATECH

By Richard Hepworth, President, Trelleborg’s marine systems operation

I am delighted to announce that today, we have signed an agreement to acquire Marimatech A/S, a Danish company that designs and manufactures advanced marine positioning and piloting systems, specializing in the development of software used for docking and mooring ships offshore and in ports. The acquisition is expected to complete in the fourth quarter of this year.

Many of you reading this will already be aware of Marimatech’s portfolio of intelligent docking and mooring solutions, including the SafePilot and other PPUs, Berthing Aid Systems and Environmental Monitoring Systems.

Marimatech’s product portfolio is attractive to us, not only for the obvious synergies with our existing portfolio, but also for the opportunity the integration of both offerings represents.

Marimatech’s navigation and ship positioning product line uses the latest ‘smart’ technology and can be utilized in other applications. This technology can be integrated with our existing range, as we look to take a smarter approach to port and terminal efficiency, and extend the automation that is becoming increasingly well-established on the land side, to the jetty side too.

Of equal importance is the fact that Marimatech truly shares Trelleborg’s standards, having been built on the values of innovation, technology and quality.

Marimatech has a head office and production facility in Aarhus, Denmark, and, like Trelleborg, takes care of the full end to end solution, with in-house design, manufacturing and project management capacity.

I’ve been working closely with Niels Jorgen Vase, Managing Director at Marimatech for the last few months to ensure that the acquisition runs as smoothly as possible, and that both companies continue to deliver the same exceptional levels of service to our customers throughout the transition period. I’m very much looking forward to introducing our two teams and sharing best practice so that our customers can enjoy an enhanced product portfolio and even better service in future.

SEE YOU AT KORMARINE 2015!

By Richard Hepworth, President, Trelleborg’s marine systems operation

At the end of October, we will be exhibiting at Kormarine 2015, a leading marine trade exhibition which takes place at the BEXCO (Busan Exhibition & Convention Center), in Busan, Korea and covers international marine, shipbuilding, offshore and oil and gas industries.

At the event, we’re pleased to be demonstrating our new Integrated Ship Shore Link (SSL) and Emergency Shutdown System (ESDS) for the marine LNG industry.

Attracting around 40,000 visitors, Kormarine is the largest marine trade exhibition, covering both commercial and military shipbuilding.

Trelleborg Marine Systems has a major centrer in Busan supporting all of our Oil and Gas Transfer and Vessel Technology products. At the event, representatives from our Busan office, and from the wider business, will be on stand to meet attendees and discuss the latest developments in the Korean market, as well as our experiences in the LNG industry globally.

As well as the new integrated ESDS/SSL system we will also be showcasing our ship performance technology as well as our Worldwide Service capability.

To find out more, visit us at Kormarine 2015 on booth number 5K17, in Hall 5, from the 20 to 23 October. We look forward to meeting you there!

ANGOLA FPSO PROJECTS TURN TO TRELLEBORG FOR TANDEM MOORING SYSTEMS

Here at Trelleborg, we’re committed to meeting the demands of both shallow and deep water tandem mooring operations. We strive to provide operators with best-in-class solutions that enable vessels to be moored safely and efficiently, even in the harshest offshore environments.

So, I’m delighted to reveal that we have been awarded the contract to supply complete tandem mooring systems to two floating production, storage and offloading (FPSO) vessels in Angola, West Africa.

The Angola-based FPSO tandem mooring projects demanded robust solutions that were capable of performing in particularly demanding offshore applications, while of course, adhering to project quality documentation processes and Class rules. In addition, the projects also required the long-term provision of technical and field support services.

Our 30 years’ of experience designing, manufacturing and commissioning high performance equipment for FPSO projects, coupled with our ability to provide dedicated support throughout the full project timeline, saw us chosen as the candidate to deliver the demanding requirements of the projects.

Our tandem mooring-winch and integrated Quick Release Hawser Hook (QRHH) system was installed onto the stern of the FPSO and used to moor a shuttle tanker in open sea conditions, with a separation of up to 150 meters. The mooring system includes integrated mooring tension monitoring, as well as a remote release system that can instigate an emergency release of the FPSO / shuttle tanker mooring from the FPSO stern deck or vessel’s control room.

Releasing the hooks from a remote location not only ensures complete oversight of the conditions of both the FPSO and the vessel, but also removes the need for jetty personnel to be close to the hook when a loaded mooring line is released which significantly reduces the risk of injury.

For more information on Trelleborg’s tandem mooring solutions, visit http://www.trelleborg.com/en/Marine-Systems

TRELLEBORG TAKES TO PREVENTION FIRST 2014 TO DISCUSS END-TO-END SERVICE OFFERING

October’s “Prevention First: An Onshore and Offshore Pollution Prevention Symposium & Technology Exhibition”, provided the ideal platform to discuss the importance of technical and aftersales support, and the service Trelleborg Marine Systems offers.

Here at Trelleborg, we offer a complete range of fendering, docking and mooring solutions, as well as a one-stop-shop for technical, operational and maintenance support.  Our most recent Barometer Report revealed a huge gap in the maintenance requirements of port owners and operators, and the support that suppliers are able to provide. So it was great to use the exhibition as a platform to connect with stakeholders to discuss where suppliers fall short and what more we can do to give them the support they need.

Ultimately, successful projects engage suppliers from the earliest possible stages, to get input and guidance on what will be the most appropriate solution on a case-by-case basis. That’s why we provide stakeholders with support from the earliest design stages to aftersales support. In particular, it was great to discuss our program for the North American market, and its development in accordance with OCIMF, SIGTTO and PIANC guidelines.

We also had a comprehensive team of sales and technical experts on stand to take visitors through the role Trelleborg played in the first phase of implementation of the Marine Oil Terminal Engineering and Maintenance Standards (MOTEMS). The standards apply to all existing and new marine oil terminals in California, and include criteria for inspection, structural analysis and design including mooring and berthing requirements.

The Prevention First exhibition is organised by the California State Lands Commission (CSLC), which sets the requirements for marine jetties throughout California.

The full results of Trelleborg’s latest Barometer Report, which details a wide range of findings from the industry survey, is available now as a free download from: http://www.trelleborg.com/en/Marine-Systems/Home/

 

 

 

SEE YOU AT PREVENTION FIRST 2012

Richard Hepworth, Managing Director, Trelleborg Marine Systems

Some of my colleagues will be attending the Prevention First Conference in Long Beach, California at the end of the month.  The conference discusses a number of issues that are important to us and the wider industry, so it’s a great platform to exhibit our products and solutions, and to meet with the wider industry and share ideas and best practice.

At the conference, we’ll also be discussing some new tests that we’ve recently developed. These analytical and physical tests help buyers to determine the quality of rubber through chemical composition analysis.

We took samples from two commercial sized fenders (ours and a low cost suppliers) and sent them to an independent third party laboratory, where they were tested using our newly developed methods.

The results revealed that low cost fenders are made of low grade recycled rubber and have inferior mechanical properties. There was a significant difference in performance between the two fenders during compression tests.

Our research indicated that rubber composition has a profound effect on the durability and performance of the fenders.  Moreover, the velocity and temperature factors are significantly affected by the composition of the rubber compound. Velocity and temperature factors are key when setting out to accurately calculate the performance of a fender.

Determining accurate performance of marine fenders means maximum protection of the port infrastructure and the vessels that come to berth there.

Our research results showed that rubber fenders that are produced mostly from synthetic rubber have far higher velocity and temperature correction factors when compared with natural rubber based fenders. Our findings also indicated that higher percentages of recycled rubber in the rubber formulation lead to a substantial overall reduction to the life cycle and the performance of fenders.

Cheap fenders offer an upfront cost saving at the expense of both performance and longevity. As is often the case, you get what you pay for, and what appears to be “lower cost” probably is, due to the fact that it is made of low cost materials.  One should consider the impact this has to overall operating costs, including more frequent fender replacement, higher maintenance costs and down time.

To give it its full name, the “Prevention First: An Onshore and Offshore Pollution Prevention Symposium & Technology Exhibition” will take place on the 23rd and 24th October 2012.

The exhibition will host over 400 representatives from a range of backgrounds within the public sector and private industry, if you’re one of them, be sure to stop by booth 30 to find out more about our test methods and our findings.

SHIP TO SHIP FOR FLNG – CONSIDER THE BIGGER PICTURE

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.