TTS Review 6 - TTS Group ASA


TTS Review 6 - TTS Group ASA

6APRIL 2008

TTS Review

Return to offshore

Focus on offshore market enhanced by the acquisition of intelligent

rig and control system supplier Sense EDM

Continued growth in Chinese market

The extraordinary linkspan relocation project



TTS Review is printed on paper from well managed forests and other controlled sources.

The paper mill and printer are both certified to the ISO14001 environmental management standard.

Cover picture: 3D modelling of the forthcoming delivery of high

performance drilling equipment to one of the world’s largest

jack-up rigs for SKDP

High-tech drilling paves the way for Sense 2

The acquisition of drilling equipment supplier Sense EDM ramps up

TTS’ return to the offshore industry

The Stena Line relocation project 4

Specialists from TTS Port Equipment on one of the most

extraordinary relocation projects in the history of the industry

A new generation of translifters for port handling 5

Driver-friendly manoeuvrability in confined spaces increases RoRo

loading efficiency

TTS to supply linkspans for new Stena vessels 6

Upper- and lower-deck linkspans at Hoek van Holland will force

operational and environmental efficiencies

Growing the car carrier, ferry and cruise sectors 8

Globalisation and growing passenger travel continue to exploit TTS

cargo access efficiencies

Continued growth in Chinese market 12

Understanding the importance of engineering know-how and its

transfer to Chinese companies strengthens TTS’ position

Anchored in expertise 14

Meeting the demand for handling winches across the offshore

industry’s wide range of vessels

Simplicity is key to safe offshore landings 15

The world’s first motion-compensated helideck application for

offshore vessels

Boom time at TTS-LMG 16

The dramatic increase in interest for handy, handymax and supramax

sized bulkers brings TTS a larger share of the market

Safety first for offshore operations 17

A growing need for active heave compensation units and cranes for

offshore use

TTS companies 18

The worldwide network



President and Chief Executive Officer, TTS Marine ASA

Welcome to 2008’s first edition of TTS Review. This year, for the first

time, we shall publish two issues of the Review, partly to cover different

events in the industry, and partly because the TTS Group is growing so

rapidly, one simply isn’t enough to include all our important news!

We know that good figures

come only as a result of

delivering products and services

that help our customers get

results in their businesses –

and so I’d like to reassert our

commitment to supporting

customers to the best of our


Last year, we made our long-awaited re-entry into the

offshore market, and we spent much of 2007 focusing on

that sector. I’m pleased to say that, by the end of the year

our companies had an order book of NOK1.5 billion – a stunning

vindication of our strategy. Much of that order intake came

from our newly-acquired drilling equipment subsidiary Sense

EDM (which will shortly change its name to TTS Sense). You can

read more about Sense in these pages.

Our offshore handling equipment business is also doing well,

because of innovative products such as our new Active Roll

helideck. Designed to make landing on moving sea vessels easier

and safer, the helideck has already been installed on one seismic

vessel, and is attracting attention from around the industry.

Across all our businesses, aftersales care is a vital part of the

service we provide to our customers. I’m pleased to announce,

therefore, that the TTS group has appointed a new director of

aftersales. Margrethe Hauge will be responsible for improving

the quality of our aftersales service in all our operations. Many

of our customers will have met Margrethe already; we’ll have

more from her in the next edition of TTS Review, due out in the


Everyone in the marine industry is talking about the

possibility of a downturn in the market, but I’m pleased to say

that our markets are still very strong. More than 300 new ships

were contracted in January alone, and the offshore market

remains extremely active. This market strength is reflected in our

figures. Average annual growth for the TTS group as a whole

over the last five years has been an amazing 42 per cent, and

our margins also continue to grow. With a projected group

turnover in 2008 of NOK3.6 billion, we are proud of our


But we know that good figures come only as a result of

delivering products and services that help our customers get

results in their businesses – and so I’d like to reassert our

commitment to supporting customers to the best of our ability.

We will continue to develop and bring to market innovative new

products, and we look forward to continuing to work with you,

whatever the future may bring.

TTS Review • April 2008 1


High-tech drilling paves the way for Sense

The return of TTS to the offshore industry was ramped

up last May by the acquisition of Norway-based drilling

equipment supplier Sense EDM. Now established as a

core part of the TTS group, Sense will change its name and

branding to TTS Sense on 1 May this year, and business is

racing ahead.

Sense EDM was founded when Sense Technology and EDM

merged towards ends of 2005. Since then the business has

grown to a point where it now has over 250 employees and

offices in Stavanger, Singapore, Houston and Edmonton,

Canada, as well as its Kristiansand headquarters in Norway.

“We focus on delivering high-end, high-performance

drilling equipment, both onshore and offshore,” says

managing director Tom Fedog. “Our customers need to drill

more holes, extract more and optimise existing reserves. That

means processes must become more efficient. Our aim is to

provide packages that have intelligent control systems and

help oil and gas companies to extract more from their fields at

lower cost.”

Sense started as a provider of control systems, drilling

cabinets and operator chairs, and these remain at the core of

its business. But changes within the oil and gas industries,

combined with the company’s expertise, have led it into new

markets. In January it enhanced its capacity to deliver

offshore drilling packages with the acquisition of Wellquip.

Sense’s approach is paying dividends with some major

orders. It recently signed a contract with Ability Drilling ASA

for delivery of five more land rigs, representing the largest

single contract for TTS. Schlumberger ordered four land rigs in

December 2007. These trailorised workover rigs are currently

being built in Canada, for use in Mexico.

Another key customer, Aberdeen-based PSL Halliburton has

recently taken delivery of a small offshore rig with Sense's

patented rack and pinion technology. Halliburton also

recently requested an upgrade package for this rig. "Deliveries

to large, multinational companies, such as Schlumberger and

Halliburton, justify our focus on patented rig technology,"

says Fedog.

Two especially significant orders have been taken to

provide state-of-the-art jack-up rigs for efficient drilling to

45,000 feet. These are being built in Singapore, one at Jurong

and the other at Keppel FELS shipyard. “These will be the

world’s largest jack-up rigs and will be capable of drilling in

water depths to 150 metres in harsh environments. The

package will probably be the most advanced jack-up rig

solution yet developed,” says Fedog.

2 TTS Review • April 2008

Two especially significant

orders have been taken to

provide state-of-the-art

jack-up rigs for efficient

drilling to 45,000 feet. These

are being built in Singapore,

one at Jurong and the other

at Keppel FELS shipyard

Above: AHC 4-motor drawworks. Above right: One of nine land rigs

developed by Sense for Ability Drilling ASA

“From the start, our vision has been to utilise advanced

drilling technologies to help operators reduce the number of

people on site,” adds Fedog. “Another important, continuing

trend is to optimise processes by giving real-time updates of

drilling status. More accurate drilling and better drainage of

the reservoir mean that operators can extract a higher

percentage of the oil in a particular field, which is crucial

given the scarcity of resources and the oil price at the


Onshore goes high-tech


Historically, onshore drilling rigs have been the low-tech

poor relations of their offshore counterparts. Companies

operating onshore have been content to use smaller,

simpler rigs based on older technology, while those

operating in more challenging offshore conditions have

had to invest in better equipment to work successfully.

Now this is starting to change, according to TTS

Sense MD Tom Fedog. “Onshore rigs are getting bigger

and more advanced,” he explains. “Not every oil

company shares this vision – some are happy with

technology from the 1960s – but those who have the

foresight to see the value that comes from increased

safety and reduced manpower requirements are

investing in larger, more advanced rigs. It’s very difficult,

because of the rapid growth of the industry, to get

highly qualified personnel, so reducing the drilling

contractors’ need for manpower is a powerful incentive.

As a supplier, we are pleased to see this shift, and we’re

helping bring it about. We have tried to transfer some

of the things we’ve learned offshore into our onshore

business, and the results so far are looking good.”

The merger with TTS has already proved an important

step for Sense. With the backing of the TTS group,

Fedog says, the company is able to pitch for larger, more

complex projects.

TTS Review • April 2008 3


The Stena Line relocation project

Specialists from TTS Port Equipment are close to completing one of the most extraordinary

relocation projects in the history of the marine industry

Technical manager Mikael

Jimmerfors takes us through the

story. “Eleven or twelve years ago,

while working for a different company,

we designed six linkspans for Stena Line’s

HSS fast ferry services. These linkspans

form an integrated part of the vessel, and

are designed to minimise turnaround

times and reduce fuel consumption. The

linkspan concept has been a great

success – Stena is able to load or unload

1,500 passengers, as well as cars and

buses, in 15 minutes.”

The linkspans, which are semisubmersible,

measure 40m long by 40m

wide and weigh over 1,000 tonnes, were

installed at the terminals for Stena’s

Holyhead–Dun Laoghaire, Belfast–

Stranraer and Harwich–Hoek van Holland

routes. However, Stena recently decided

to close down the latter service and came

to Jimmerfors and his colleague, project

manager Klaes Lundberg, now working

for TTS, for help with the linkspan.

“The linkspans installed in Harwich

and Hoek van Holland were newer, and of

an upgraded design,” says Lundberg. “So

Stena simply asked us if we could move

them to Scotland and Northern Ireland

for use on the Belfast–Stranraer route.”

This was a challenge. When the

linkspans were originally installed, giant

floating cranes were used to lift them

into place. These particular cranes,

though, are now deployed elsewhere

around the world. “To lift them with

cranes wasn’t practical, because the best

window the crane company could give us

was ‘The first or second half of the year.’

But we only had a one or two week

window to do the work!” says


4 TTS Review • April 2008

So the TTS engineers decided that the

best alternative was a skidding and jackup

operation. Using a giant North Sea

barge as the main jack-up platform and

transport vehicle, they had to get the

outer end of the linkspan on to the barge,

then remove the pontoon from the

linkspan – essentially by cutting off its

legs. This made the pontoon extremely

unstable, another challenge given the

three-metre high tide, six knot tidal race

and the wake from ocean-going vessels

coming in and out of the port of

Rotterdam every five minutes. “The work

was precision – landing the linkspan on

the barge and releasing it from the bank

had to be accurate within millimetres,”

says Lundberg. “When it came to

Positioning the barge to support the linkspan

before removal of the underwater pontoon

The trickiest part

was the handling

of the submerged

pontoon – it

weighs 150 tonnes

and we had to

bring it through

the surface of the

water, which


changed its


emoving the hinge pins, which each

weighed over 400kg and had been in place

eleven years, we had only half an hour to

release them using hydraulic jacks.”

Planning for the project took six

months, including using a simulation tool

to build a 3D animation of the job. The

actual operation took place in September

2007, using a crew of 25 specialists from

around the world. “The trickiest part was

the handling of the submerged pontoon,”

says Jimmerfors. “It’s so big and

asymmetric in form – it weighs 150

tonnes – and we had to bring it through

the surface of the water, which

completely changed its stability.”

Once this huge job had been

completed, the team took the barge to

Harwich and did it all over again! The

barge, by now absolutely fully loaded –

Lundberg says the linkspans overhung the

barge by 5m on each side – was towed to

Belfast, fortunately in good weather. Once

the barge reached the Harland and Wolff

shipyard, the team used one of the

company’s two giant cranes to lift the

linkspans off the barge, and put them

into storage for the winter. During April

of 2008, the team will reconvene in

Belfast and install one of the linkspans in

the new Victoria Terminal Four.

“There are more HSS linkspans that

need attention – Lloyd’s Register says

that they need docking at least every 20

years,” says Lundberg. “What is important

is that we have come up with a method

that can be used to move other

linkspans. There are other shore-sea

interfaces where we could apply the

same method.”

A new generation of translifters for port handling

Anew generation of translifters

for both RoRo and industrial

operations is to be launched by

TTS Liftec. The RoRo 2008 exhibition in

Gothenburg on 20–22 May will see the

unveiling of a series of seven different

models, with payloads ranging from 50-

130 tonnes.

The new models include several

improvements. In the translifter control

systems, sensors have been improved in

terms of reliability, and reduced in

number. “Parallel lifting sensors are now

available in the translifter, so additional

sensor assembly is no longer needed in

the tugmaster,” says Tatu Miikkulainen,

managing director of TTS Liftec.

One of the pre-launch translifter models

Extensive use of modular wire

harnesses has also contributed to

increased reliability and modularity, and

the introduction of load-sensing

hydropneumatic suspension for bogies

means that the translifters adapt

automatically to different load conditions,

assuring the best possible suspension.

“We’ve also improved the user interface,

adding new features such as ‘Teach in’

calibration, and the ability to adjust

Linkspans on route to Belfast


different features,” adds Miikkulainen.

Among the optional features is a

newly developed lifting gooseneck, which

improves the stability of the tugmaster

and control of the lifting function. The

gooseneck has been tested in operation

for a year and is now available for all

translifter models. Further options

include xenon work lights, CAN bus

connection to the tugmaster, and a

remote service interface.

TTS Review • April 2008 5


Two-tier linkspan sets the pace for short harbour stop

Over “

the past few years, we have

seen an increasing interest in

the concept of two-tier

linkspans,” says Håkan Jönsson, TTS Port

Equipment’s sales manager. “We can now

see a trend in the market where

operators are running larger vessels

which would otherwise take longer to

load. Two-tier linkspans allow

simultaneous unloading/loading of two

decks. Thus, by increasing efficiency in

port and shortening the harbour stop, we

are helping to reduce fuel consumption –

an important consideration in the light of

today’s increased oil prices.”

Jönsson continues: “An alternative

solution is to work with two separate

openings in the ship to both side and

stern. Loading via one linkspan and

unloading via another to the same deck

creates huge time savings. We are even

investigating scenarios where three

linkspans can be used.”

Stena Line BV has exemplified this

trend by choosing TTS to deliver adjustable

upper- and lower-deck linkspans at Hoek

van Holland. The linkspans will serve two

new vessels now building at AkerYards,

Germany, as a replacement for the two

vessels currently serving the Hoek van

Holland to Harwich route, Stena

Hollandica and Stena Britannica. The

project, which will maximise the efficiency

of the vessels, is scheduled for completion

by the end of 2009.

“Fast loading and unloading times are

central to the project brief, and that will

bring a number of operational and

environmental efficiencies,” says Pim de

Lange, area director for Stena Line.

“Minimising time spent in harbour allows

the vessels more time at sea. Sailing at

lower speeds, thus using less fuel, will

help minimise business costs as well as

being environmentally sound.”

The new vessels will be the world’s

6 TTS Review • April 2008


linkspans allow

simultaneous unloading/loading

of two decks.

Thus, by


efficiency in port

and shortening

the harbour stop,

we are helping to

reduce fuel


largest RoPax ferries, at 240 metres long

with 5,500 lane metres each, and will

increase the number of vehicles carried

by more than 30 per cent. The current

vessels, Stena Hollandica and Stena

Britannica, have themselves recently

been lengthened to a capacity of 4,100

lane metres each.

The installation itself will be done

quickly, enabling port operation to

continue as usual. “TTS will upgrade the

lower linkspan in a very short timeframe,

minimising interference to the vessel’s

operating schedule,” says de Lange. “This

is crucial, as it guarantees low effect to

our business.”

The success of the interface between

the linkspan and vessel is the key to

ensuring optimum traffic flow, thereby

minimising environmental impact. The

bottleneck in the port itself is to be

inspected, then verified using TTS

simulation tool. (See opposite page.)

Taking environmental concerns

further, the upper deck linkspan will be

designed by means of several special

solutions to reduce and dampen noise

levels in its operation; an important

consideration as the structure lies close

to residential housing.

Lower-deck linkspan detail

The lower-deck linkspan is an existing

installation, which TTS will convert to

operate via hydraulic cylinders. The

portal’s current counterweight and wire

system, which is driven by motors, will be

replaced with towers equipped with

hydraulic cylinders for lifting and

lowering the linkspan, and locking the

ramp in the various required positions.

Upper-deck linkspan detail

The upper-deck linkspan will be a new

structure positioned in alignment with

the centreline of the new vessels, with

the access ramps placed beside the lower

deck linkspan at quay level. This

adjustable ramp will be elevated using

the hydraulic cylinders built into the

towers of the lower-deck linkspan. The

lifting ramp, also operated by hydraulic

cylinders, will be rest on the vessel.

Right: 3D modelling of the two-tier linkspan

in Hoek van Holland showing the

mechanically operated upper and lower decks

A new software tool developed by TTS Port Equipment can

play a major role in optimising the efficiency of port

operations. Working with simulation expert Dr Hyun-Seok

Kim, the software has been designed to simulate the

logistics process at RoRo terminals and also to model the

cargo-related structure of vessels. But, according to TTS

Port Equipment managing director Lennart Svensson, it has

many more applications.

“We can use it to simulate the evacuation of passengers

and crew from cruise vessels, so operators will know how

long it will take to clear the ship in an emergency,” he says.

“And we are also simulating the loading and unloading of

car carrier ships.”

Stena Line has been an early customer for the new

simulation software, using it to model the process of trailer

loading and unloading on RoRo ships, among other

projects. “Stena doesn’t just buy ships, the company also

charters them when capacity is needed,” explains Dr Kim.

“So showing them how they can use that capacity to best

effect before they commit to a vessel is obviously

extremely useful for them.”

TTS is also working with Stena in relation to its contracts

with port operators. At a new port in Poland, where Stena

plans to move its terminal, TTS is helping the company in its

Cargo flow visualisation

Simulation tool aids operations planning for ports and shipowners

negotiations with the port, working out how best to use the

roads in and out of the port, how linkspans should be

designed, and other projects. At Karlskrona in Sweden, the

tool is being used to understand how Stena’s vessels

running the Hoek van Holland route should be accommodated,

where the entry gates should go, and how the

parking lanes should be lined up.

“We are currently looking at the complete layout of a

port,” says Svensson. “Our ability to combine knowledge of

port and ship operations, plus simulation skills, means we

can offer a complete ship-to-shore solution. We have

ambitions to deploy this experience in container ports too,

and there are many other possible applications. For

example, if shipowners are considering investing in new

vessels, we can help them understand how best the vessel

could be used before they commit to it.”

TTS Review • April 2008 7

Car carriers

Growing the car carrier, ferry and cruise sectors

Over the last two decades, the automotive industry has

been more affected by globalisation than perhaps any

other sector. Car manufacturers have built new

production plants in far-flung corners of the world, looking to

reduce the cost of building their vehicles. This trend has had a

number of side effects, and one, which has had a big impact on

the marine industry, has naturally been the need to get cars

from the point of production to their end market.

“The growth of the car carrier sector has been the backbone

of our dry cargo business in recent years,” says TTS Ships

Equipment’s sales director Nils Ericsson. “For some time, the

industry has been thinking that the demand for car carriers

must surely slow down, but it hasn’t happened yet. The demand

continues to increase, and the ships are getting bigger and

bigger. Until recently, 200m-long ships were the norm, because

if the vessel was any longer it would have to occupy two quay

berths. But this isn’t the case any more, and bigger ships are

becoming the norm. The trend started with the elongation of

existing ships, but now 230m is normal for a new car carrier.”

Ericsson says that environmental concerns are affecting the

car carrier sector: “Hoistable car decks are increasingly being

operated by electrical rather than hydraulic power. In new

vessels for the Japanese market, there is a 50/50 split between

hydraulics and electrics, and we believe other markets will go

that way too. Hydraulics can lift bigger loads more easily, but

pollution caused by hydraulic oil is a big issue. One drop of oil in

the water could stop a ship in harbour. And even the very small

risk of oil leakage on newly painted cars is to be avoided.

8 TTS Review • April 2008

The growth of the car carrier

sector has been the

backbone of our dry cargo

business in recent years, and

we foresee a continous high

demand several years ahead

Below left: a car carrier operated by Höegh Autoliners with TTS

external and internal ramps, doors and car decks. Below: Viking Line's

fast passenger/car ferry built by Aker Yards in Finland, scheduled for

delivery in April 2008

Wallenius, for example, has taken a big interest in green issues,

and now others are starting to follow.”

Demand for car carriers is spreading around the world. Last

year, for example, 45 new car carriers were added to the TTS

order book with deliveries to vessels constructed at yards in

Korea, Japan, China and Croatia. In addition to this TTS won its

first orders for cargo access equipment for car carrier ships to

be built in Vietnam. The vessels, twelve of which are being built

by state-owned Vinashin on behalf of Ray Car Carriers and

Höegh Autolines, will be the first Vietnam-built car carriers to

include RoRo equipment. Deliveries of equipment for the new

ships started early in 2008, and the contracts will be completed

in 2011. “Vietnamese yards are new to building car carriers, and

we are expecting a lot more business from that market,” says


A healthy market for ferry services

Although the passenger shipping industry might not seem the

most dynamic of sectors, there are in fact areas of high growth,

says TTS Ships Equipment’s sales manager Björn Rosén. And the

growth of these niches is helping TTS drive its own dry cargo

handling businesses forward.

Rosén says that, in the important ferry services market, the

key has been the development of the RoPax vessel concept.

Traditional RoRo ferries, designed to carry large numbers of

passengers and their cars across relatively short sea crossings,

have become difficult to justify for operators, because their

passenger business is highly seasonal and competition from low-


cost airlines has transformed the way people travel. In season,

though, strong demand for passenger ferry travel still exists, and

there is demand for cargo capacity all year round. The solution

has been to build ships that can re-balance their loads, offering

more passenger capacity when there is demand, but being able

to serve largely as truck ferries for the rest of the year.

This concept has been successful around northern Europe,

and the Mediterranean area. And TTS solutions have dominated,

especially in the Baltic market. For example, Viking Line’s fast

passenger/car ferry scheduled for delivery in April 2008

features a full complement of TTS cargo access equipment.

“After the Estonia tragedy in 1994, there was naturally a

great focus on improving the safety of the bow part of vessels,”

says Rosén. “And our patented folding frame solution has been

dominant in the RoPax sector. The folding frame technology

means that the ship will be watertight even if the bow door fails,

which has obvious implications for safety. But it is also a very

space-efficient solution, so the operators don’t lose valuable

capacity on the car decks.”

In recent years, most new RoPax vessels built for the Baltic

sector have been equipped with TTS solutions. “There are

currently four Tallink vessels serving the Tallinn-Stockholm and

Tallinn-Helsinki routes, each using our equipment. Another will

be delivered this summer, with the final ship in the current

contract scheduled for completion in 2009,” says Rosén. “The

important thing about many of these vessels is that they use our

hoistable car deck technology, which means the operators can

switch between car and truck capacity very easily.”

Picture by kind permission of Aker Yards

TTS Review • April 2008 9

Picture by kind permission of Aker Yards


Also in the Baltic, there are two TTS-equipped RoPax vessels

for Swedish ferry line Destination Gotland, both featuring a

three-ramp stern arrangement and bow equipment.

The Mediterranean is another area of successful RoPax

activity, where TTS has supplied several ships to Greek, Italian

and French owners. On the English Channel, TTS has supplied

equipment for two ships built to serve Seafrance’s busy Dover to

Calais route, and ST Marine in Singapore is constructing a RoPax

ship for Louis Dreyfus Lines’ (LDL) Portsmouth to Le Havre

service. The latter is a textbook example of the RoPax trend:

formerly operated by P&O Ferries, the route was taken over by

LDL after the previous operator concluded it was a loss-maker.

The new service, focusing more on freight traffic except during

the key summer season, has been a success, and LDL, which

originally chartered a ship to serve the route, has made the big

step of investing in a new vessel.

Below: one of four Tallink vessels using TTS hoistable car deck

technology. Right: TTS-designed three-ramp stern arrangement for M/S

Gotland – and Navigator of the Seas carrying a similar complement of

TTS doors to Independence of the Seas, delivered in April 2008

10 TTS Review • April 2008

The booming cruise market

Another passenger market that has boomed in recent years is

the cruise business. Possibly because of the ageing population in

many Western countries, cruises have become increasingly

popular of late, and cruise lines have been busy ordering new

ships to serve this demand. “We have had good success in the

cruise market, because we’ve developed a range of reliable

products, invested in a dedicated installation team and spent

time and effort building our relationships with the shipyards

and owners,” says Rosén.

In the cruise market, TTS has specialised in the provision and

installation of side doors, tender platforms, provision lifts,

gangway systems and baggage handling systems. “On large

cruise ships which spend only a short time in port, getting

passengers on and off the vessel quickly and efficiently is of

high importance, and the effectiveness of our equipment is

vital,” says Rosén.

“Our Gothenburg office has been supplier to a very long and

impressive series for RCCL at Aker Yards, Finland, among which

is the Independence of the Seas, delivered in April this year. We

now have a contract to supply equipment to two ships currently

building at Aker Yards in St. Nazaire for NCL, and our Bergen

office has two ships also building in St. Nazaire for MSC.”

Picture by kind permission of RCCL

Designers have had to find a

way of getting passengers

off the ship and safely into

tender vessels for the

transfer to land

With the increased size of many cruise ships, a number of

desirable ports are now closed to a high proportion of ships. But

passengers still want to visit these ports, so designers have had

to find a way of getting passengers off the ship and safely into

tender vessels for the transfer to land. TTS has developed a

special tender platform for this purpose. “It's a very sophisticated

solution tailored to suit the individual requirements of the

shipowner,” says Rosén. “We’ve managed to design the platforms

to fold and stow within a very small space.”

Dry cargo handling in Vietnam

Spotlight on Vietnam

Vietnam has caught the attention of the shipbuilding

industry in recent years, and the trend looks set to

continue, with the country determined to become one of

the world’s top four shipbuilding centres by 2015.

Vietnam’s commitment to this ambition is borne out in its

plan to invest over US$3 billion in new facilities over the

next ten years, as well as its allocation of some US$750

million – the entire proceeds of its first sovereign bond

for the international market – to state-owned shipbuilder

Vinashin (Vietnam Shipbuilding Industry Group) in 2005.

Vinashin has been charged with developing

shipbuilding as a key contributor to Vietnam’s national

economy, and has risen to the task with gusto. It is now in

the second five-year phase of its 15-year plan, the first

part of which saw it upgrading its shipyard capacities,

enabling it to build dry cargo ships up to Handymax size

and more technically complex vessels such as car carriers.

Successful completion of this phase has already borne

fruit – Vinashin has experienced phenomenal growth over

the past six years, with an annual growth rate of over 50

per cent on revenues and 120 per cent on net income.

Empowered by its new capacity, the company is currently

manufacturing car carriers on behalf of Ray Car Carriers

and Höegh Autolines. These are the first RoRo car carriers

to be built in Vietnam, and TTS is supplying the cargo

access equipment for both contracts.

With a predicted boom in shipbuilding, over the next

four years at least, Vinashin intends to boost its

shipbuilding capabilities. Its relationship with companies

such as TTS will help to expand the market: Vinashin is

able to broaden its expertise, and TTS is consolidating its

reputation in the region.

“Naval architects need five to seven years to mature,

working in a good engineering environment,” Nguyen

Quoc Anh, chief business officer at Vinashin recently told

reporters. “Our engineers and architects will grow as

products develop.”

The ability to offer TTS group's combined services and

products, including deck machinery, marine cranes and

cargo access equipment while establishing close

cooperation with domestic fabricators, enhances the

commitment to the expanding Vietnamese market.

Vinashin is now upgrading and modernising its

shipyard technology for Aframax and RoPax vessels, an

area in which the company is especially keen to achieve a

solid position.

TTS Review • April 2008 11

Picture by kind permission of DFDS


Continued growth in Chinese market

There are few industry sectors that have not been affected

by the astounding growth of the Chinese economy over

the last decade. What started as a strategy by which

Western companies could reduce the cost of producing goods

for their home markets has become an economic explosion that

now sees Chinese consumers increasingly looking to buy high

quality goods, with a subsequent rapid increase in commodity

prices around the world. Oil would not be at US$100 per barrel

without the demand from China.

The marine industry has been more affected than most by the

emergence of China. The need to move Chinese-produced goods

to markets around the world is one of the major drivers behind

the boom in the shipping industry in recent years, and Chinese

yards are now building a significant proportion of those new

ships. For companies in the marine industry itself, China

represents both a threat and an opportunity.

The TTS group has proved itself well placed to benefit from the

emergence of China. TTS has positioned itself as an engineering

business, and it is engineering expertise that Chinese companies

12 TTS Review • April 2008

Jiangnan TTS Ships

Equipment Co Ltd is

producing hatch covers – an

area central to TTS expertise

– with the intent of serving

the shipyards within the

CSSC group. The aim is to

become a major supplier in

hatch cover production

need most. “In China, knowledge transfer is very important,” says

Stellan Bernsro, head of TTS’ dry cargo division. “We are

constantly focusing on the quality issue and ensuring that the

fabrication output is well in line with TTS standards.”

That’s why TTS has invested heavily in Chinese joint ventures.

There is another benefit, in that the Chinese involvement has

increased the group’s capacity to supply its customers at a time

when sources of supply in the marine industry are hard to find.

The group’s first Chinese investment, Shanghai-based TTS Hua Hai

Ships Equipment Co Ltd, which is a 50/50 joint venture with the

Chinese State Shipbuilding Corporation (CSSC) now has several

years of successful trading, well illustrated by the order intake in

2007 comprising contracts for delivery of hatch covers to more

than 800 vessels.

“Recently, we were approached by CSSC about getting

involved with them in further joint ventures,” says Bernsro.

“They regard TTS Hua Hai as a very good example of how a joint

venture should work – often, in other cases, the partners have

started with good intentions but the project has failed after a


couple of years for various reasons. CSSC came to us and said

they would like us to join them in the creation of a new factory.

“A joint venture has been settled between Jiangnan Heavy

Industry Co Ltd, TTS Hua Hai Ships Equipment and ship design

company Sdari. There is another partnership between CSSC, Hua

Hai and another Chinese company. This doesn’t count as a

foreign joint venture, but we hold management positions within

the company.”

Jiangnan TTS Ships Equipment Co Ltd is producing hatch

covers – an area central to TTS expertise – with the intent of

serving the shipyards within the CSSC group. “The aim is to

become a major supplier in hatch cover production,” says

Bernsro. TTS’ other key joint venture in China is at TTS Keyon

Marine Equipment, which is aimed at producing a mixture of

hatch covers, RoRo equipment and cranes. “A central aim for us

is to improve the quality of production in China,” adds Bernsro.

“That’s the key to being successful in the Chinese market– there

are lots of funds available, they aren’t looking for money, but

they are seeking our know-how and expertise.”

TTS Ships Equipment’s sales manager Jan-Ove Lind agrees

with this, and says that the Chinese marine industry needs to

upskill in order to successfully build more complex vessels. “Up

to now, Chinese yards have been full of tankers, containerships

and bulk carriers,” he says. “The likelihood is that China will now

move on to more complex vessels, for the same reason as Korea

had to, because India and Vietnam are looking to manufacture

basic ships at lower prices.”

“Efficient and flexible RoRo vessels are already being built in

China," says Lind. "Seventeen RoRo vessels are being built at

Jinling Shipyard for European forest products owners. And we

are honoured to have been selected as supplier." In addition TTS

has a strong position in the Chinese car carrier segments with

some 20 PCTCs under construction at several different Chinese

shipyards. Tor Corona, for example, is the first of four new

vessels built in China for DFDS operation, and has already begun

serving the Denmark to Klaipeda route. With a capacity of 3,178

lane metres facilitated by a complement of TTS equipment, this

represents a fine example of the trend.

These circumstances have presented a large opportunity for

TTS: with the group’s expertise across many marine markets, it

can expect further gains in the Chinese industry.

Tor Corona, the first of four new TTS-equipped vessels built in China by

Jinling for DFDS operation

TTS Review • April 2008 13


Anchored in expertise

When it comes to shipping equipment, there is no

easy, one-size-fits-all solution to the diverse needs

of many different vessels and operating companies.

But across the array of solutions employed on sea vessels

around the world, quality needs to be consistently high.

Increasingly, shipowners and builders are looking to

companies that can provide in-depth knowledge of their specific

needs, from the first contact through to aftersales service. While

reaping the benefits of its reputation for supplying ship

equipment for several industries, TTS is not resting on its laurels,

but is building on the expertise in each of its divisions.

“Having begun as a niche operator, we were only supplying a

small market before we joined TTS,” says Volker Höppner of TTS

Kocks, formerly Kocks GmbH until its acquisition by TTS in 2005.

“We have a history of expertise in supplying deck machinery

across the world, but we are now working with the other

divisions of TTS to deepen our expertise.”

For Höppner, being part of the group enables each division to

enhance its own specialist expertise by learning from the others.

TTS is an organisation consisting of several specialised divisions,

each of them focused on an area of ship engineering where they

have in-depth expertise,” he says. “Good design is not simply

about knowing how the equipment works. Winches and other

deck machinery must be designed to the exacting requirements

of onboard safety. This is central to product development, as is a

commitment to reliability, long-term performance and to the


TTS provides a comprehensive portfolio of deck machinery

equipment, offering tailored solutions to suit customers’

individual needs. The division is working with other TTS

companies to broaden its knowledge of winch machinery, across

several shipping industries, such as offshore and LNG.

“We are applying our expertise to the offshore industry where

there is demand for handling winches across a wide range of

vessels,” says Höppner. “Each project is different, which is why it

is important to continue building on the expertise we already

have. This is not like a mass-market operation, where products

are manufactured cheaply in large quantities. We’re solving

problems with any kind of winch use, on a case-by-case basis.”

This level of focus is paying off, as evidenced by a growing

order book and the expansion of its engineering staff to cope

with demand. “We’re currently in the process of hiring an

additional engineering group,” adds Höppner. “We are already

receiving details from TTS Offshore Handling Equipment (OHE) in

Ålesund, regarding the supply of handling winches for offshore


14 TTS Review • April 2008

TTS Deck Machinery

With over 50 years of experience in deck machinery

development, design and production, TTS Deck Machinery

Division originated as Kocks GmbH before being acquired

by TTS in October 2005. The division has three units: TTS

Kocks GmbH in Bremen, plus two fabrication sites for the

assembly of deck winches in Ostrava, Czech Republic and

Busan, South Korea, and is part of a 50 per cent joint

venture with TTS Bohai in Dalian, China.

The company prides itself on its design expertise and

experience, which enable it to develop and engineer

advanced and reliable winch system technologies that

address the specialised requirements of all ship types.

Top: Anchor Handling/Towing winch capable of handling loads of up to

500 tons. Bottom: a typical array of TTS deck machinery

Simplicity is key to safe offshore landings

Landing a helicopter on a moving

sea vessel is a risky and timesensitive

business, and for many

offshore support vessels (OSVs),

helicopter access in due time for crew

changes is crucial. Delays due to

unacceptable landing conditions caused

by bad weather represent a significant

cost driver in many operational

situations. Increasing the weather

window available for safe landing and

take-off will have a direct impact on

operational efficiency for many types of

OSV. TTS Offshore Handling Equipment

(OHE) has addressed these critical safety

issues with the launch of Active Roll, the

world’s first motion-compensated

helideck application for offshore vessels.

Active Roll has been designed and

built for the new Petroleum Geo-Services

(PGS) seismic vessel Ramform Sovereign,

and was developed using input from a

number of parties. “The technical solution

is a result of exceptional cooperation

between users, certifying bodies, PGS and

TTS,” says Uwe Heim, marketing manager

for TTS-OHE. “Our primary focus was on

safety, as helicopter landing is one of the

most safety-critical operations in the

offshore industries.”

The collaborative process included

input from offshore helicopter pilots and

regulative bodies, and enabled TTS to

focus on simplicity and ease of use, in

order to minimise the risk of error as well

as maintenance issues. “The system

consists of advanced, well-proven

technologies,” says Heim. “It has been

developed specifically to compensate for

the movement identified by the pilots as

most critical: sideways acceleration,

induced by the roll movement of the

vessel. By keeping the equipment simple,

we have developed a product that

minimises operator error and

maintenance needs.”

The Active Roll Compensation system is the

world’s first motion-compensated helicopter

deck application

The value of

seismic vessels is


Productivity is

therefore very

important, and

the helideck

widens a typical

and very crucial


Offshore Handling – helidecks

Gains in productivity, enabled by these

safety improvements, are of crucial

importance. “The value of seismic vessels

is immense – building a vessel can cost

more than NOK1 billion, and day rates

are extremely high,” says Heim.

“Productivity is therefore very important,

and the helideck widens a typical and

very crucial bottleneck.”

The Active Roll project underlines TTS-

OHE’s expertise in the offshore industry.

Ramform Sovereign was launched in

Ålesund on 12 March, and the helideck is

already attracting interest as it

undergoes assessment for its final

certification, expected by mid-2008.

“Offshore activity is likely to grow over

the coming years, as companies search

for and open up new subsea wells, and

lay pipes for resources such as oil, which

are found in deeper waters,” says Heim.

“As the industry develops, it will be more

important than ever that vessels can

operate safely and at maximum capacity.

Accessibility is becoming increasingly

important, and the Active Roll helideck

addresses this key issue.”

TTS Review • April 2008 15

Cranes for bulkers

Boom time at TTS-LMG

The future of the container carrier

market has provoked lively

discussion recently. Worldwide

demand for marine cargo flow and

offshore solutions reached a record high

in 2007, with an increasing number of

new vessel orders in shipyards around

the world. Dry bulk rates exploded in mid

2007 and have hit all-time highs during

the first half of 2008. The market has

experienced a dramatic increase in

interest for handy, handymax and

supramax sized bulkers.

There are several reasons behind this

booming market, such as increasing

charter rates, a dramatic increase in

demand for raw materials and energy

products, and a high average age of

existing fleets. In this market – bulkers in

the range of 30,000 up to 58,000 DWT –

keeping up with demand is key to

success. TTS-LMG Marine Cranes has

been able to achieve this, consolidating

its position in the industry over the past

12 months with a growing share of the


With a history going back to 1846, the

company became part of TTS in 2004 and

is now growing rapidly in terms of both

turnover and personnel. Sales have kept

pace with demand for all of its

operations worldwide, and it has

succeeded in winning market share. At

the end of 2007, the total value of orders

received by TTS-LMG was more than

three times the amount at the end of

2006. The past year’s contracts have

entailed the supply of four cranes for

each vessel, with lifting capacity in the

range of 30 tonnes and an outreach of

24–28 metres.

TTS-LMG has considerable experience

in wire luffing cargo cranes, a

combination of experienced technical

staff and a dedicated aftersales and

service department,” says Thomas

16 TTS Review • April 2008

TTS-LMG wire luffing cranes Type KL 30t – 28 m

Krabiell, sales director at TTS-LMG Marine

Cranes. “We are focusing on our

strengths and engineering a product that

is both innovative and reliable, and we’re

able to meet market demands with the

right product at the right time.”

As shipbuilding migrated to Asia and

European shipbuilding declined, TTS

increased its activities in Asia, which has

been particularly fruitful for TTS-LMG.

Partnerships in the region, such as TTS

Bohai Machinery, its joint venture in

Dalian, China, and its wholly-owned

subsidiary TTS Marine Shanghai, have

enabled TTS to handle an increasing

volume of orders.

“We can supplement the high

capacities in these workshops with TTS

manufacturing facilities in Germany in

order to satisfy the market in Korea and

Vietnam,” adds Krabiell. “A boom can test

a company’s strength as much as the

lean times do. We have learnt that

flexibility is the answer – both for our

own business and for our customers’

businesses. Whatever the market

conditions, we can provide top quality,

innovative cargo handling systems at a

budgeted through-life cost. We are

strong enough to guarantee that.”

Safety first for offshore operations

Momentum is building in the

offshore lifting equipment

market, with growing demand

for active heave compensation (AHC)

units and cranes for offshore use. Since

returning to the market last year, TTS

Marine Cranes has seen considerable

interest not only in its products, but also

in services such as aftersales and training.

Key to TTS’ presence in the offshore

market is its strong engineering base in

cybernetics, drive systems and mechanical

design. The use of dynamic and visual

real-time simulation tools enables the

development of optimal handling

solutions in a swift and cost-effective

manner, and the success of this approach

can be seen in the demand for, and

ongoing development of, active heave

compensation equipment which

contributes significantly to both the safety

and the efficiency of offshore operations.

Indeed, TTS actively engages with the

offshore industry to emphasise the

importance of training in ensuring safety

and efficiency. “As a dedicated supplier to

the offshore industry, TTS is focused on

HES and preventative behaviour,” says

Kjetil Roksvåg, sales director at TTS

Marine Cranes.

“To that effect, we offer training

packages using simulated crane

operation, enabling training to take place

on land in a controlled environment.

Both novice and experienced crane

operators are therefore able to learn

about working crane systems in safety.

As well as day-to-day operations,

operators can learn how to handle

unexpected situations in a controlled

environment, thus reducing risk to

personnel and operations”.

TTS currently offers a twodimensional

crane simulator with

integrated load chart, for simulating

lifting operations from the crane cabin. It

enables operators to simulate a lift from

various approaches to ascertain capacity

Active heave compensation

and reach, helping to ensure safe


In addition to the two-dimensional

simulator, TTS is working with the

Offshore Simulator Centre in Ålesund to

develop a three-dimensional offshore

knuckleboom crane simulator, which will

be part of a training program for crane

operators. Potential users got to see the

tools at the Offshore Cranes and Lifting

Conference in Aberdeen, UK during April.

TTS Offshore Handling Equipment

discussed the importance of training and

showcased a crane simulator with

integrated load chart, as well as

providing an example of a 3D training

program and a demonstration of the 3D

simulator technology.

Customers have welcomed TTS' return to this

market with a large order backlog for

advanced AHC cranes

TTS Review • April 2008 17

Worldwide network


Sense EDM (Canada) Ltd

6708 – 75th Street

Edmonton, Alberta T6E 6T9

Tel: +1 780 430 1833

Fax: +1 780 430 1834


TTS Hua Hai Ships Equipment Co. Ltd

18th floor, 3255 Zhou Jia Zui Road

CN-200093 Shanghai

Tel: +86 21 6539 8257

Fax:+86 21 6539 7400

TTS-Keyon Marine Equipment Co. Ltd.

Lan Gan Qiao,

Feng Huan Town

216514 Zhang Jia Gang City

Tel: +86 5125 8425 988

Fax: +86 5125 8425 908

TTS Marine Shanghai Co. Ltd

No. 433 Gao Xiang Huan Road

GaoDong Industrial Park, PuDong

Shanghai 200137

Tel: +86 21 5848 5300

Fax: v +86 21 5848 5311

TTS Bohai Machinery Co. Ltd

Sujia, Dalian Wan Street


Tel: +86 411 8711 2670

Fax: +86 411 8711 2702


TTS Kocks Ostrava s.r.o.


U Reky 808

720 00 Ostrava-Hrabová

Tel: +420 596 782 708

Fax: +420 596 782 707


TTS Liftec Oy

Tuotekatu 8,

FI-33840 Tampere

Tel: +358 3 31401400

Fax: +358 3 31401444

18 TTS Review • April 2008


TTS Kocks GmbH

Wachtstrasse 17/24, D-28195 Bremen,

P.O. Box 104080, D-28040 Bremen

Tel: +49 421 52008-0

Fax: +49 421 52008-20

TTS Ships Equipment GmbH

Wachtstrasse 17-24, D-28195 Bremen

P.O. Box 103840, D-28038 Bremen

Tel: +49 421 3 35 84 0

Fax: +49 421 3 35 84 98

TTS-LMG Marine Cranes GmbH

Einsiedelstr. 6

D-23554 Lübeck

Tel: +49 451 4501 730

Fax: +49 451 4501 392


TTS Marine s.r.l

Ponte Colombo, 16126 Genova

Tel: +39 010 24 81 205

Fax: +39 010 25 43 191


TTS Kocks GmbH Korea Co. Ltd

#1664-10, Songjeong-Dong

Gangseo-Gu, Busan 618-270

Tel: +82 51 831 8401

Fax: +82 51 979 5610

TTS Korea

RM 625, Ocean Tower

# 760-3 Woo 1-Dong, Haeundae-Gu

Busan 612-726

Tel: +82 51 740 6081-3

Fax: +82 51 740 6084


Sense EDM AS

Andøyfaret 7

NO-4623 Kristiansand

Tel: +47 38 00 05 70

Fax: +47 38 00 05 71

Sense EDM AS

Jåttåflaten 10

NO-4020 Stavanger

Tel: +47 51 81 16 00

Fax: +47 51 81 16 01

Sense Drill Fab AS


NO-4645 Nodeland

Tel: +47 480 30 500

Fax: +47 3818 9001

Sense MUD AS

Andøyfaret 7

NO-4623 Kristiansand

Tel: +47 3800 0570

Fax: +47 3800 0571

Wellquip AS

Sømsveien 216

NO-4638 Kristiansand

P.O.Box 6033

NO-4691 Kristiansand

Tel: +47 917 94 000

Fax: +47 38 10 89 88

TTS Marine Cranes AS

Laksevågneset 12

P.O. Box 32 Laksevåg

NO-5847 Bergen

Tel: +47 55 34 84 00

Fax: +47 55 34 84 01

TTS Marine Cranes AS

Regional office,

Barstølveien 26

Servicebox 602

NO-4606 Kristiansand

Tel: +47 38 04 95 00

Fax: +47 38 04 95 01

TTS Offshore Handling Equipment AS

Larsgårdsvn 4

P.O. Box 9 Servicebox,

NO-6025 Ålesund

Tel: +47 70 32 92 60

Fax: +47 70 32 92 61

TTS Handling Systems AS

Holterkollvn 6,

P.O. Box 49

NO-1441 Drøbak

Tel: +47 64 90 79 10

Fax: +47 64 93 16 63

TTS Ships Equipment AS

Laksevågneset 12

P.O. Box 165 Laksevåg

NO-5847 Bergen

Tel: +47 55 11 30 50

Fax: +47 55 11 30 60


Sense EDM Singapore Pte Ltd

International Business Park 3

#03-23 Nordic European Center

Singapore 609927

Tel: +65 68906521 / 23

Fax: +65 68906522


TTS Port Equipment AB

Kämpegatan 3

SE-411 04 Göteborg

Tel: +46 31 725 79 00

Fax: +46 31 725 78 04

TTS Ships Equipment AB

Kämpegatan 3

SE-411 04 Göteborg

Tel: +46 31 725 79 00

Fax: +46 31 725 78 00


Sense EDM

363 N. Sam Houston Parkway East,

Suite 1100, Houston, TX 77060

Tel: +1 281 405 2691

Fax: +1 281 405 2692

TTS Marine Inc.

6555 Powerline Road, Suite 410

Fort Lauderdale, FL 33309

Tel: +1 954 493 6405

Fax: +1 954 493 6409


TTS Vietnam

4th Floor, Harbour View Building

No4, Tran Phu Street

Haiphong City

Tel: +84 31 3686519

Fax. +84 31 3686516

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