But now trade is booming between Asia and Europe via the Suez Canal. Today there are 10,000 TEU ships and others with 12,000 TEU capacity are being built. Consequently, the standard 300m berth for a Panamax container is no longer adequate in many ports. The newest ships are nearly 400m long and need deeper berths to accommodate draughts up to 15m. Cranes used to reach across ships which were 12 containers wide. Now they may have to reach across 22 containers.

In addition, there has been massive growth in the size of liquefied natural gas (LNG) transporters as a result of new liquefaction technology, and new routes have been opened up as higher energy costs make remote gas reserves commercially viable. West Africa has huge gas reserves but with limited infrastructure it provides major challenges for the ports industry.

Expanding ship sizes and mass place increasing demands on fenders, and there is one easy answer: simply make the fenders bigger. But this does not suit all operators. As Mike Harrison points out, ‘Every extra meter of crane outreach costs more than $100,000, and with at least four cranes per container ship, the demand is to make fenders slimmer.’

Port operators do not want to buy new cranes, so the extra space has to be saved on the fender.

Shipping companies also want to optimize ship designs by using lighter construction and less steel, and that means hulls can withstand less pressure. The same easy answer, making fenders bigger, is not always practical. ‘We now have to make fenders that are softer, gentler and more efficient’, said Harrison.

Fender manufacturers must address the challenges of large harbours, and that is one reason why Trelleborg has acquired Harbour and Marine Engineering Pty Ltd of Melbourne, Australia. It makes integrated systems for safe berthing and mooring that are complementary to fenders. For example, a laser docking system measures the speed and angle of approach of tankers during the final 200m of berthing. The system gives early warning of problems and allows berthing to be aborted if conditions are not right. This not only reduces the risk of accidents and damage, but also improves harbour operating efficiency with better turnaround times.

The same technology applies to offshore terminals. These are increasingly popular for deep draught ships to avoid the high cost of dredging close to shore. ‘Terminals in deep water are usually more exposed, said Harrison. ‘Berthing speed and angle need close monitoring, while softer fenders also play a significant part in reducing construction costs.

Every port is different. Winds, tides, and currents vary as much as expectations for future traffic flow over a harbour’s 50 to 100 year design life. We have to be very adaptable. We can’t simply take things off the shelf.’

MJ Information No: 22710