During FEED, the Safe Working Load (SWL) and hook configuration of a Quick Release Mooring Hook (QRH) should be assessed against the project’s technical scope. Key inputs include mooring analysis results, maximum design line loads, mooring line Minimum Breaking Load (MBL), horizontal and vertical line angles, vessel range, terminal operating philosophy and applicable project specifications. Vessel deadweight tonnage alone should not be used as the final basis for selection.

The number of hooks per QRH unit should also reflect the mooring arrangement and the expected number of lines at each dolphin. Project teams can submit vessel data, mooring information, berth conditions and control-interface requirements to GLEN for technical review. Before the specification is finalized, preliminary requirements for SWL, hook quantity, capstan requirements, foundation loads and control interfaces can be defined.

GLEN product range includes QRH, berthing aid systems, mooring load monitoring, environmental monitoring, central monitoring and ship-to-shore link systems.

Before the QRH layout is finalized, the civil designer should obtain the preliminary equipment envelope, base dimensions, anchor-bolt arrangement, horizontal and vertical design reactions, maximum load directions, equipment weight and maintenance-clearance requirements. These data are required to assess foundation dimensions, anchoring conditions, structural loading and available installation space.

For integrated systems, provisions should also be made for local control panels, cable routes, cable entry points, operating access and maintenance access. Early exchange of this information can reduce the risk of redesign after equipment selection. GLEN can provide preliminary foundation and interface information during the engineering stage, with final certified loads and drawings issued after detailed design and project confirmation.

In some retrofit projects, an existing Quick Release Mooring Hook can be replaced without rebuilding the original foundation, subject to engineering verification. The review should consider the existing bolt layout, concrete foundation, load path, available installation space and original design capacity.

Where the foundation remains suitable, a customized base plate, adapter arrangement or revised anchoring solution may enable a new QRH to match the existing civil interface. This can reduce demolition work, berth downtime and installation costs. The final retrofit solution normally requires a site survey, original design drawings and operating-load information.

GLEN provides replacement services and technical support during installation, commissioning, operation and maintenance. This may include equipment-positioning guidance, preparation or update of IOM manuals, operator training, maintenance support, and technical and project support for retrofit work. Depending on the maintenance scope, inspections and functional testing may also be carried out before the equipment returns to service.

Potentially, yes, subject to the outcome of a retrofit assessment. Many older terminals still have mechanical QRH that remain suitable for service, while PLC, HMI, communication hardware, load indicators and spare parts may be obsolete, discontinued or difficult to maintain. Before an upgrade, GLEN can assess whether the existing mechanical hooks remain suitable and whether the control system can be replaced independently.

Where the mechanical QRH remain serviceable, the upgrade may include a new PLC/HMI, remote release controls, mooring load monitoring, alarms, historical data recording, and communication with the terminal DCS or CMS. GLEN monitoring and control systems can centrally monitor QRH, BAS, EMS and MLMS, supporting equipment status monitoring, alarm management, historical records, remote monitoring and system diagnostics. The systems can also integrate with DCS, SSL, AIS and CCTV.

Before implementation, functional safety, release logic and sensor compatibility should be confirmed.

Reset refers to the method used to return a QRH to its operating position after release.

Manual reset relies primarily on direct operation by personnel and is suitable where the equipment can be accessed safely and manual handling meets project requirements.

Assisted reset uses a balancing or assistance mechanism to reduce the physical effort required, although personnel still complete the reset operation.

Powered reset uses hydraulic, pneumatic or electric actuation to reset the hook, reducing manual intervention at the dolphin.

Automatic reset adds control logic to the powered-reset arrangement so that the reset sequence can be initiated under predefined conditions. Whether automatic reset is used should align with the project safety philosophy, operating permissions and control requirements.

The preferred reset method should be selected according to hook capacity, functional-test frequency, manpower, dolphin accessibility and the owner’s operating requirements. The operating sequence should be clearly defined in the project specification.

GLEN mooring and release systems include QRH, integrated mooring capstans and remote release control systems. QRH support manual and remote release, while the remote release system can support single-hook or group release, real-time hook-status feedback, and integration with CMS, PLC and ESD systems.

Where required by the project specification, safety-critical QRH should be capable of controlled release throughout the specified operating-load range, including the rated Safe Working Load (SWL). Verification should not rely solely on testing an individual hook component. The test approach should consider the actual load path, project design conditions and representative loaded scenarios.

The Inspection and Test Plan (ITP) should define the required proof-load testing, release testing, load-indication checks and functional tests. This enables EPC contractors and owners to understand clearly what has been verified before shipment.

GLEN quality-management process covers engineering review, design verification and load calculations, project quality planning, inspection and test planning, manufacturing quality control and Factory Acceptance Testing (FAT). FAT may include mechanical functional testing, system-integration verification, load or proof-load testing, alarm and control verification, communication and interface testing, software and HMI verification, and operational-condition simulation.

GLEN holds LR ISO 9001:2015 certification, BV classification certification, BV factory approval certification and QRH ATEX certification. These certifications provide supporting evidence of its quality-management system, manufacturing capability and relevant equipment-compliance capability.

Loss of power, PLC communication or remote control should not result in unintended QRH release. During engineering, the project should define the fail-safe behavior of the mechanical hook, local controls, remote release functions, alarms, status feedback and backup power arrangements. Where required by the project, local manual operation should remain available.

For LNG, LPG and oil terminals, the cause-and-effect logic should distinguish between loss of communication and an emergency release command. The design should also avoid a single failure creating an unsafe release condition.

GLEN quality-management process includes engineering review of project requirements, system interfaces and operating conditions, together with design verification, system-integration review and risk assessment. FAT covers mechanical functions, system integration, alarms and controls, communication and interfaces, software and HMI verification, and may include operational-condition simulation. GLEN also provides installation support, SAT, training, inspection and testing, maintenance, repair and remote technical support.

Final requirements for failure response, alarm logic, control permissions and interface-testing scope should be confirmed during design, FAT and SAT, and incorporated into the project specification, cause-and-effect matrix and ITP.

Yes. A terminal does not require all subsystems to be supplied by one manufacturer, provided that system interfaces are clearly defined at an early stage. The interface matrix should cover signal types, communication protocols, alarm priorities, command permissions, time synchronization, data ownership and testing responsibilities. Depending on the information-exchange requirements, hardwired signals and open industrial protocols such as Modbus, OPC and OPC-UA may be used.

GLEN CMS can bring QRH, BAS, EMS and MLMS data together on a control-room platform for equipment-status monitoring, alarm management, historical data recording and trend analysis. It can also integrate with DCS, SSL, AIS and CCTV. MLMS can monitor individual mooring-line loads and connect with QRH and CMS, while EMS can provide wind, current, wave, tide and meteorological data.

Defining interfaces early allows EPC contractors to select suitable equipment from different suppliers while reducing commissioning risk during the later stages of the project.

Not necessarily. An integrated system can be designed around widely supported PLC platforms, documented signal lists and open communication interfaces. For existing terminals, an open architecture can make future maintenance, spare-part replacement, software upgrades and integration with an existing DCS, SCADA or terminal-management system more manageable.

GLEN CMS supports integration with DCS, SSL, AIS and CCTV. Its remote release control system can interface with CMS, PLC and ESD systems. Regardless of the PLC platform or software architecture selected, release commands, alarms and other safety-critical functions should be designed, controlled and verified in accordance with the approved control philosophy.

During system integration, command permissions, alarm logic, status feedback, communication interfaces and testing scope should be defined. GLEN can support projects requiring open interfaces and owner-accessible system documentation, subject to the approved cybersecurity and control philosophy.

No. The Ship-Shore Link (SSL) and QRH serve different functions and may be supplied by different manufacturers. The key requirement is to define the required signals, ESD interfaces, emergency mooring release logic, communication method and responsibility boundaries at an early stage. When interface documents, cause-and-effect logic and testing responsibilities are agreed early, a third-party SSL can be integrated with the QRH and terminal control system.

For LNG and FSRU projects, vessel-side, FSRU-side, jetty-side and terminal control systems may be supplied by different vendors. Joint interface reviews and integration testing are therefore particularly important.

GLEN CMS supports SSL integration, while its remote release control system can interface with CMS, PLC and ESD systems. It can also provide single-hook or group release and real-time hook-status feedback. Final system configuration, signal exchange and command permissions should follow the project-approved interface documentation.

No. Emergency Shutdown (ESD) and Emergency Mooring Release are separate safety functions. ESD is primarily used to stop or isolate cargo-transfer operations, whereas emergency mooring release controls the release of mooring lines. A project may define an interaction between the two functions, but one function should not be assumed to trigger the other automatically.

The required sequence, command permissions, alarms and operator-confirmation requirements should be defined by the owner and design consultant within the project control philosophy. These requirements should then be implemented consistently across the SSL, QRH control system and terminal control architecture.

During system design, the SSL, QRH remote release control system and terminal control system should be coordinated as related interfaces. GLEN remote release control system can integrate with CMS, PLC and ESD systems and supports single-hook or group release with real-time hook-status indication. CMS can provide centralized monitoring, alarm management and historical records. The final interlock logic and test scope should be included in the cause-and-effect matrix, interface documents and project test plan.

The jetty, FSRU and LNGC systems should be engineered as one operational interface rather than treated as three separate systems. The project should define who can initiate an emergency action, which permissions or confirmations are required, whether a release sequence is necessary, how mooring loads are displayed, how ESD signals are exchanged, and which equipment status and alarms are available to each operating party.

This coordination reduces the risk of incompatible assumptions among vessel, FSRU and terminal suppliers. Interface responsibilities should be established during FEED or detailed design and then verified through document review, FAT, system-integration testing and SAT.

GLEN remote release control system supports single-hook or group release, real-time hook-status feedback, and interfaces with CMS, PLC and ESD systems. The final release logic should be governed by the approved control philosophy, cause-and-effect matrix and interface documentation.