How Does JettyGuard Supply Certified Pneumatic Fenders for LNG Projects?

Yes. JettyGuard supplies pneumatic fenders to ISO 17357-1:2014 — supplied as Type I (net-type) or Type II (sling-type) per your specification — backed by the prototype fender test certificate (Clause 8), commercial per-unit test and inspection records (Clause 9), and, where the project requires it, third-party independent inspection by a classification society (Clause 12).

ISO 17357-1:2014 classifies pneumatic fenders by protection-and-suspension system into Type I (net-type — chain, wire, or fibre net over the body) and Type II (sling-type — no net, lifting devices at each end); the initial inflation pressure grade (Pneumatic 50 = 50 kPa, or Pneumatic 80 = 80 kPa) is a separate specification. JettyGuard’s product range covers both fender types and both pressure grades, from 500×1000 mm through 4500×9000 mm, with performance verified at 60% rated deflection.

The distinction matters on LNG projects: ISO 9001:2015 is the manufacturing facility’s Quality Management System certification — it governs the production process. Product-level conformance is documented separately through the ISO 17357-1:2014 Clause 9 commercial-fender tests: material test of the rubber (Clause 9.2), dimensional inspection (Clause 9.3), air-leakage test (Clause 9.4), and hydrostatic-pressure test (Clause 9.5). Under Clause 12, an independent classification-society inspector can witness and evaluate those tests and issue an independent certificate per project.

For buyers whose specification cites ISO 17357-1:2014 Type I, the relevant question is not “is the supplier certified?” but “was this fender tested to the standard?” JettyGuard’s per-unit test documentation answers that directly. See ISO 17357-1:2014 testing requirements for a full breakdown of Clause 12 test scope.

JettyGuard arranges third-party inspection with Bureau Veritas (BV), Det Norske Veritas (DNV), China Classification Society (CCS), or American Bureau of Shipping (ABS) depending on the project’s classification requirement.

Under ISO 17357-1:2014 Clause 12, the independent inspector witnesses and evaluates the Clause 9 commercial-fender tests: material test of the rubber (9.2), dimensional inspection (9.3), air-leakage test (9.4), and hydrostatic-pressure test (9.5). The document issued is a third-party inspection certificate referencing the applicable standard and clauses.

Body selection follows project need. BV and DNV are standard for European, Middle East, and international LNG terminal projects. CCS is the default for Chinese-flag vessel projects and EPCC contracts in Asia. ABS is required by certain US and international EPCC contractors.

JettyGuard’s manufacturing facility is certified to ISO 9001:2015 (QMS) and ISO 14001 (Environmental Management System). These are process certifications — separate from, and complementary to, per-project product inspection by the classification society.

Lead time is project-dependent, driven by fender size, order quantity, and the inspection schedule required — it is confirmed per order after reviewing the project specification.

Large FSRU-scale fenders (2000×3500 mm and above) require longer production runs than standard port sizes. Third-party inspection by BV or DNV adds scheduling coordination: the surveyor must be booked in advance of the production completion date, and inspection windows are confirmed with the classification society before the production timeline is fixed. A project that requires inspection by a specific body on a tight construction schedule should communicate that requirement at the inquiry stage so the timeline can be planned realistically.

What drives lead time variability on certified LNG project lots:
– Fender size and wall thickness (larger fenders require longer vulcanization cycles)
– Quantity per lot (a 20-unit order ships in one production batch; partial-lot replacements for an existing terminal are faster)
– Inspection body availability and surveyor booking window
– Port of delivery and shipping mode (project freight vs. standard container)

Buyers with a defined construction milestone should provide that date at the specification request stage. JettyGuard’s engineering team confirms feasibility before order placement — not after.

For context on sizing inputs that affect production scope, see pneumatic fenders for LNG terminals.

Yes; BV and DNV inspection can be arranged for projects in Southeast Asia and worldwide, coordinated with the class surveyor during production.

Both Bureau Veritas and DNV operate surveyor networks across Southeast Asia, including Singapore, Malaysia, Indonesia, Vietnam, and the Philippines. Inspection is coordinated directly with the local surveyor office once the production schedule is confirmed. The inspection certificate issued references ISO 17357-1:2014 Clause 12 and is valid for project documentation submission regardless of vessel flag or terminal jurisdiction.

For projects where the contract specifies CCS (common for EPCC contracts with Chinese-flagged vessels in the region), that can be arranged on the same basis.

For related context on fender specification requirements for STS transfer operations, see OCIMF STS fender requirements.

MOQ is project-dependent — JettyGuard supplies from single-unit replacements to full multi-fender terminal lots, confirmed per inquiry based on the project specification.

There is no fixed catalog MOQ for certified supply. The relevant question for an LNG or FSRU project is not “what is the minimum” but “what does the project lot require.” A terminal commissioning a new berth may need 8–12 fenders with full documentation. A vessel operator replacing a damaged unit mid-contract may need one. Both are valid supply scopes.

For large project lots, the production and inspection schedule is planned as a single batch. For single-unit replacement supply, lead time is typically shorter because production can be slotted into an existing run, but inspection scheduling still applies if a third-party certificate is required.

Buyers should specify the following when inquiring: fender size, required quantity, required inspection body, delivery port, and project timeline. JettyGuard confirms supply feasibility and lead time against those inputs.

For the full size range available and performance data by size, see pneumatic fender specifications and selection.

Yes; the in-house engineering team provides fender layout drawings, berthing energy calculation, and a specification review against ISO 17357-1:2014 and PIANC WG 211 as part of the supply process.

A layout drawing confirms fender quantity, spacing, chain-and-tire-net configuration, and mooring point geometry against the berth structure. This is the document the EPCC contractor’s structural engineer reviews before approving the fender system design — and it becomes part of the terminal operations manual after commissioning.

The specification review checks whether the specified fender size and type meet the project’s berthing energy and reaction force requirements given vessel DWT, berthing velocity, and berth structure type. If the initial specification does not match the actual berthing conditions, the review identifies that before order placement.

These are not add-on services — they are part of how JettyGuard engages with a project inquiry. For context on how fender sizing works, see the fender size selection guide.