Review nr 1. 2003 - TTS Group ASA

JUNE 2003 

TTS Review 

Kaisuu, Belgium´s leading dredging operator Jan de Nul´s 

trailing suction hopper dredger has electro-hydraulic deck 

cranes designed and supplied by TTS Marine Cranes AS. 

Read more on “Specialised cranes for Jan de Nul” on page 14.

Table of Contents 

3 Hatch covers and bearing pads for China Shipping’s 

new containership fleet renewal programme 

4 Large stern ramp/door provides just what 

Boeing needs for its Delta IV EELV rocket programme 

6 Comprehensive cargo access equipment package for Visby 

– China’s first Ro-Pax newbuilding for European owners 

7 TTS Ships Equipment expands worldwide service 

network with co-operation agreement with Goltens 

8 Maersk Waterford – first of two feeder containerships 

to feature TTS turnkey supply of folding hatch covers 

9 Super Yacht Pelorus features the world’s largest 

stern bathing/mooring platform 

10 TTS wins side loading contract for 

Spliethoff’s Polish newbuildings 

12 TTS Ships Equipment’s IPSI and INTEGRATION projects 

lead to designs for enhanced ro-ro cargo handling operations 

13 TTS hose handling crane for Panamax 

tanker conversion in China 

14 Specialised cranes for Jan de Nul 

dredgers building in Spain 

15 Myklebust Mek Verksted OSV newbuilding for Østensjø 

features 100 ton capacity TTS crane 

16 New deck gear takes up the 

strain offshore 

17 Specialised buoy-handling crane for multi-purpose 

Middle East Lights Tender 

18 TTS transfer system for new 

Indian Navy base 

19 Specialised systems for handling sub-sea umbilicals and 

cables delivered by TTS

TTS Review June 2003 3 

Hatch covers and bearing pads 

for China Shipping’s new containership fleet 

renewal programme 

Both vessels spearhead the 

major eight-ship, 

70,000dwt fleet renewal 

programme currently 

underway by China 

Shipping and feature hatch 

covers designed and 

supplied by TTS Ships Equipment’s Bremen, 

Germany and Shanghai, China companies, 

TTS Ships Equipment GmbH and TTS Hua 

Hai Ships Equipment Co Ltd. 

New Pudong was built by China’s 

Hudong-Zhonghua Shipbuilding (Yard No. 

H1263A), while New Dalian was built by 

Dalian New Shipbuilding Heavy Industries 

Co Ltd (Yard No. C5600-1). Both vessels, 

the largest of their type yet built by the 

respective shipyards, feature TTS designed 

lift-on/lift-off pontoon hatch covers designed 

for non-sequential opening/closing.The 

hatch cover panels are designed for lifting by 

shore-side cranes and can be stacked either 

on adjacent covers or ashore.The hatch 

covers are so arranged that longitudinal joints 

between the panels align with spaces between 

the containers on deck and in the holds. 

A total of 44 hatch cover panels have been 

supplied to each China Shipping 

newbuilding, covering a total day-opening 

area of 6,364m2 .Hatch No.1 is fitted with 

two panels (12.6m x 15.74m), hatch No.2 

with three panels (12.6m x 25.89m), hatch 

No.3 with three panels (12.6m x 30.96m), 

while hatch No. 4-15 have three panels 

(12.6m x 36.04m). 

The hatch covers are designed for a 

uniformly distributed load of 1.3 ton/m2 B 

for 

hatch covers of Hold No. 1-4, and 

1.05 ton/m 2 for the covers of Hold 

No. 5-15. Each hatch cover is sufficiently 

strengthened for a container stack load 

of 90 tonnes for a maximum of six tiers 

of 20ft containers per stack, or 120 tonnes 

per six tires of 40ft container per stack. 

45ft containers can be loaded from the 

third top tier of 40ft containers on 

Hatch No. 3,5,9,12 and 15, while 45ft 

containers can also be loaded from the first 

tier on the hatch covers for Hatch No.1,7 

and 11. 

Both China Shipping vessels also feature 

TTS Ships Equipment’s unique, patented, 

OptiPad hatch cover bearing pad design, 

part of the company’s EverEst range of 

new generation hatch cover bearing pads 

incorporating advanced technology 

materials.The OptiPad design is made of 

PTFE in the form of a ‘weave’ fabric, which 

results in a highly effective bearing pad able 

to absorb very high loadings while 

accommodating considerable movement of 

the hatch cover/coaming interface. 

The start of 2003 has been a busy one for 

TTS Ships Equipment GmbH in Bremen and 

TTS Hua Hai Ships Equipment Co Ltd in 

Shanghai with ship deliveries. 

Besides the two large containerships for 

China Shipping, a further six TTS hatch 

cover-equipped vessels have been delivered 

by Chinese shipyards: 

• BBC Europe, 7,000dwt multipurpose 

cargoship from Xingang Shipyard (Hull 

No. SB325) for Germany’s Brise 

Schiffahrts – TTS hydraulic, multi-folding, 

pontoon hatch covers 

Two of the largest 

containerships yet built in 

China have recently been 

handed over to China 

Shipping, the 5668 TEU pair 

New Pudong and New Dalian. 

• IVS Viking, 32,500dwt bulk carrier from 

Xingang Shipyard (Hull No. SB333) for 

Denmark’s Clipper Elite Carriers – TTS 

hydraulic, folding hatch covers 

• Vega Diamond, 1,100 TEU capacity 

containership from Jinling Shipyard (Hull 

No. JLZ01-0103) for Germany’s Carsten 

Rehderi – TTS lift-on/lift-off hatch covers 

• Annette, 25,500dwt bulk carrier from 

Jiangsu Yangzijiang Shipbuilding Co Ltd 

(Hull No.YZJ99-599C28) for Germany’s 

MST GmbH – TTS hydraulic, folding 

hatch covers 

• Pac Palawan, 6,500dwt multi-purpose 

cargoship from Jiangsu Yangzijiang 

Shipbuilding Co Ltd (Hull No.YZJ2001- 

640C43) for Singapore’s Pacific Carriers 

– TTS lift-on/lift-off hatch covers 

• Asian Trade, 1,100 TEU capacity 

containership from Jiangdong Shipyard 

(Hull No. JD1100TEU-2) for Germany’s 

W. Bockstigel Shipping – TTS lift-on/liftoff 

hatch covers 

China has become an important country 

for TTS Ships Equipment and the scope 

of supply of hatch covers outlined above 

highlights this.With its own dedicated 

operation in China,TTS Hua Hai Ships 

Equipment Co Ltd, in Shanghai (a 50:50 

joint venture between China State 

Shipbuilding Corp and TTS Ships Equipment 

AB),TTS is able to meet the needs for all 

dry cargo handling systems requirements for 

newbuilding under construction at Chinese 

shipyards locally, backed-up by the hatch 

cover ‘Centre of Excellence’ of the group in 

Bremen, Germany and the ro-ro ‘Centre of 

Excellence’ in Gothenburg, Sweden.

4 TTS Review June 2003 

Large stern ramp/door provides just 

what Boeing needs for its Delta IV EELV 

rocket programme 

The ‘Ro-Ro Centre of Excellence’ within TTS Ships Equipment, Gothenburg-based TTS Ships 

Equipment AB is not just designing cargo access systems for freight and passenger ferries and 

PCTCs, but is often asked to come up with cargo access solutions for some interesting designs 

of specialised ro-ro vessels.

One such vessel is 

8,680grt ro-ro 

Delta Mariner 

built by Moss 

Point yard of US 

shipbuilder VT Halter (Hull No. 

1835) for Seattle-based operator 

Foss Maritime.The unusual 

nature of this vessel is that she 

was purpose-built to carry 

Boeing’s new Delta IV rocket, 

hence her ro-ro access demanded 

somewhat specialised attention. 

The 94.5m long ro-ro is 

equipped with one large, single 

TTS designed stern ramp door 

over which the Delta IV rocket 

is loaded via a Kamag 

transporter. A special feature of 

this vessel’s design is that TTS 

was also responsible for 

designing and supplying a special 

frame/coaming to fit the aft end 

of Delta Mariner.This frame/ 

coaming forms a watertight 

closure together with the stern 

ramp/door. All rubber seals and 

packing channels, locking 

devices and brackets for hinges 

and cylinders are fitted to the 

frame prior to shipment to the 

shipyard, thereby reducing the 

construction time of the vessel. 

The frame is designed to fit the 

clear opening of the stern door, 

with approximately 900mm 

steel structure around the 

opening. 

TTS is now supplying 

specialised frame/coamings to 

a number of ro-ro newbuilding 

projects around the world, 

thereby assisting both the shipyard 

and the shipowner in saving time 

during new construction. 

Delta Mariner’s stern 

ramp/door is operated by a 

hydraulic cylinder arrangement, 

with the ramp/door hinged to 

the ship at main deck level.The 

ramp/door has a length of 

12.34m and a driveway breadth 

of 19.5m and is rated for a 

15.2 ton FLT, a 9.1 ton trailer 

or a 12.6 ton Kamag 

transporter.The latter is used 

for the handling of the Boeing 

rockets. 

With the entering into service 

of Delta Mariner, the US Air 

Force is one step further closer 

to launching its first West Coast 

Evolved Expendable Launch 

Vehicle (EELV) mission, using 

the Delta IV rocket.The Delta 

IV fairing and common booster 

core (CBC), which includes the 

Rocketdyne RS-68 main engine, 


was recently transported aboard 

the Foss Maritime owned ro-ro 

from the Boeing rocket 

manufacturing plant in Decatur, 

Alabama to Space Launch 

Complex 6 at Vandenberg Air 

Force Base (VAFD) in California. 

While at VAFB the CBC will 

be mated with the second stage 

and launch-mate unit at the 

Horizontal Integration Facility, 

in preparation for the launch of 

a satellite for the USA’s National 

Reconnaissance Office.The 

mission, scheduled for the end 

of this year (2003) will be 

launched aboard a medium 

configuration of the vehicle that 

will include two solid rocket 

motors to supplement the first 

stage engine. 

Boeing is currently the only 

launch service provider that is 

conducting EELV missions from 

the US West Coast to meet US 

Air Force requirements.


Comprehensive cargo access equipment package 

for Visby – China’s first Ro-Pax newbuilding 

for European owners 

Visby, the first of two large Ro-Pax newbuildings under construction in 

China for Swedish operator Rederi AB Gotland’s new high speed service 

to the island of Gotland in the Baltic has been delivered. Both vessels, 

which operate under the Swedish Government’s ‘Destination Gotland’ 

service, feature an extensive supply of ro-ro access equipment designed 

and supplied by Gothenburg-based TTS Ships Equipment AB. 

Visby entered service between the 

Swedish mainland (Nynäshamn) and 

Visby, on the island of Gotland, 

towards the end of March this year 

and will be followed in August by a 

yet to be named sistership. Both vessels have been 

built by China’s Guangzhou Shipyard International 

Co Ltd, (Hull Nos 9130004/5) with Knud E. 

Hansen acting as the owners design consultants. 

Both Visby and her sistership are notable in 

a number of ways, bringing state-of-the-art ro-ro 

technology onto the vital social and economic link 

between the Swedish mainland and the island of 

Gotland, as well as being the first Ro-Pax’s to be 

built in China for European owners. 

TTS Ships Equipment’s contract for the two 

1,500 passenger capacity, 1,600 lane metre vessels 

comprised the design of a complete ship set of

cargo access equipment to meet 

the widely varying requirements 

of the owner’s service to 

Gotland, as well as the supply 

of parts and supervision of 

equipment installation. 

The traffic between the 

Swedish mainland and the island 

of Gotland fluctuates widely 

during the year. During the 

summer months 60% of the 

traffic is private cars and 

coaches, with freight traffic 

evenly distributed throughout 

the year.The cargo access 

equipment designed for the new 

ships reflects this. 

Both 195.80m long, 28,600grt 

ferries have been supplied with 

the following TTS Ships 

Equipment designed access 

equipment: 

• Three stern ramp/doors 

• Bow doors 

• Folding Frame 

• Side door/ramp 

• Pilot doors 

• Passenger doors 

Ro-ro traffic is carried on four 

decks; the lower two decks 

designed for cars and the upper 

two decks designed for freight 

trailers with a height of 4.9m. 

Cargo handling operations, 

via the stern, are highly flexible 

thanks to three separate 

ramp/doors. 

The smaller ramps, to port 

and starboard, are hinged to 

each vessels stern in way of two 

fixed ramps which lead from the 

main vehicle deck (Deck No.3, 

800 lane metres) up to the other 

vehicle deck (Deck No.5, 

800 lane metres). Each of these 

ramps is 22m long, with a 

driveway width of 4.2m. 

Meanwhile, a 15.4m long, 11m 

driveway width stern ramp/ 

door provides direct access to 

each vessels main deck. 

Unique Folding Frame 

design provides bow access 

Forward on each vessel, a twosection 

bow door is hinged to 

the ships’ side structure.When 

in then open position the doors 

enable the unique, patented,TTS 

Ships Equipment designed 

Folding Frame to be lowered to 

allow cargo loading/discharge 

operation.The 21.5m long, 

6.2m driveway width Folding 

Frame, designed to meet the 

latest Stockholm Agreement 

stability rules, acts as a ramp in 

it down position and a door in 

its stowed position. 

At Deck No.5 level, forward 

on the port side, is located a side 

door/ramp.This 6.5m long, 

4.8m driveway width ramp 

allows for loading/discharge of 

vehicles via a shore-side ramp. 

The 28.5 knot Visby and her 

sistership bring state-of-the-art 

ro-ro technology to the vital 

passenger shipping link between 

the island of Gotland and the 

Swedish mainland, reducing the 

crossing time on this service 

from 4hrs 45mins to just 3hrs 

15mins. Gothenburg-based TTS 

Ships Equipment AB’s expertise 

in the design of tailor-made 

solutions to ro-ro operators 

exacting requirements are ably 

demonstrated in these two new 

ships. 


TTS Ships Equipment 

expands worldwide 

service network with 

co-operation 

agreement with Goltens 

The Dry Cargo Handling division of TTS has 

significantly expanded its worldwide service 

and spare parts network with a co-operation 

agreement with well known repair and 

maintenance specialist Goltens. 

The new agreement between TTS Ships 

Equipment and Goltens will see the latter 

acting as TTS Ships Equipment service stations 

in the following areas: 

• Rotterdam, The Netherlands 

• Dubai, United Arab Emirates 

• Bahrain 

• Jeddah, Saudi Arabia 

• Fujairah, United Arab Emirates 

• Mumbai, India 

In Rotterdam, Goltens will also act for TTS 

Ships Equipment in the role as spare parts 

distributor. It is expected that further service 

stations, particularly in the Far East, will be 

added to the network later this year. 

Goltens is a major player in the shiprepair, 

maintenance and service market worldwide, 

being known particularly for diesel engine 

repairs and reconditioning work. The 

company’s Dubai operation, also Goltens 

headquarters, is heavily involved in ship and 

offshore conversion projects, steel repairs and 

has recently become involved in the 

shipbuilding market in the Arabian Gulf area. 

The co-operation between TTS Ships Equipment 

and Goltens will mean that shipowners and 

operators will be able to call on a global, fast, 

reliable, first-class service and spare parts 

operation, leading to reduced vessel downtime 

and ‘off-hire’ periods.


Maersk Waterford – first of two feeder 

containerships to feature TTS turnkey supply 

of folding hatch covers 

M 

Maersk 

Waterford, 

the first of a 

two ship 

series of 

643 TEU capacity feeder 

containerships ordered by 

German operator Jüngerhans 

Reederei from domestic 

shipbuilder Detlef Hegeman 

Rolandswerft GmbH & Co KG, 

for charter to Maersk, has just 

entered service. 

Both 8,100dwt vessels (Hull 

Nos 200 and 201) feature 

folding hatch covers designed 

and supplied by TTS Ships 

Equipment GmbH under a 

turnkey contract involving the 

design, production and 

installation of the covers.The 

contract also included the design 

and supply of the hydraulic 

operating system for the hatch 

covers, comprising 850m of 

hydraulic piping, hydraulic 

cylinders and one hydraulic 

pump unit rated at 2 x 22 kW, 

2 x 50 l/min. 

The 126.8m long containerships 

features three cargo holds: 

Hatch No.1 (14.0m x 13.20) 

being equipped with one folding 

pair of covers, Hatch No.2 

(31.45m x 15.89m) being 

equipped with two pairs of 

covers as is Hatch No. 3 

(31.45m x 15.89m).The hatch 

covers are rated for a uniformly 

distributed load of 1.75 t/m 2 

and a 20ft container load of 

45 tons (4-5 tiers) and 80 tons 

for 30ft, 40ft and 45ft 

containers (4-5 tiers).

Super Yacht Pelorus features the world’s largest 

stern bathing/mooring platform 

I 

It’s now over three years since 

TTS Ships Equipment GmbH in 

Bremen, Germany diversified from 

its traditional market, that of 

commercial merchant ships, into 

the highly specialised Super Yacht 

market.With the successful delivery 

of two major newbuildings now 

under its belt, the company has 

established itself has a major player in this 

highly demanding market. 

TTS’ first Super Yacht delivery was the 

97m length o.a. Carintia VII (Project 

Fabergé) at Germany’s Lürssen Werft (Hull 

No. 13618).This vessel was handed over last 

year.The company’s second delivery, earlier 

this year, was the 114m length o.a. Pelorus 

(Hull No. 13600) from Germany’s Kröger 

Werft (a subsidiary of Lürssen Weft).This 

vessel features a comprehensive supply of 

TTS designed access equipment, under a 

turnkey contract, comprising: 

• Six sea terraces, four on the starboard 

side and two on the port side, all 

bottom-hinged and varying in size 

from 3.1m x 2.5m to 6.2m x 2.5m 

• One top-hinged stern bulkhead 

(6.0m x 3.0m) 

• One stern platform 

(10.0m x 10.0m x 2.5m) 

• Two top-hinged boat doors 

(10.1m x 2.7m) for the deployment of 

a wide variety of leisure craft carried 

onboard 

• 1 top-hinged jet-ski door 

(2.2m x 1.8m) 

TTS’ contract also called for design and 

supply of the vessel’s complete low pressure 

hydraulic system to operate the above access 

equipment (hydraulic cylinders, pumps, PLC 

control etc). 

Unlike the company’s normal supply to 

commercial vessels, the demands placed on 

equipment suppliers to the Super Yacht 

market far exceeds that of merchant vessels, 

and, in some cases, naval vessels.Yards and 

owners insist on the highest quality in terms 

of design, equipment supply and outfitting. 

The systems involve an extremely high 

degree of engineering. 

With regard to the equipment supplied to 

Pelorus, all access equipment is actuated by 

hydraulic cylinders, with the hydraulic 

system being of the low pressure type 

(210 bar). All hydraulic pumps are equipped 

with noise and vibration suppression 

systems, allowing for extremely quiet 

operation, while a PLC system controls all 

operations. 

All access systems are designed with teak 

decking on top, with all piping and couplings 

being in stainless steel. In the closed position 

all access equipment is flush with the Super 

Yacht’s hull – there are no gaps between the 

shell openings and the ship’s structure! 

Weather-tightness is provided by single-lip 

seals against polished stainless steel counter 

plates. 

One notable feature about the TTS 

equipment onboard Pelorus is that this 

Super Yacht is believed to feature the largest 

stern platform of any vessel of her type.This 

platform, with a length of 10m, a breadth of 

10m and a height of 2.5m, offers, in the 


open position, a large bathing area and 

berthing area for tenders. In the closed 

position, the stern platform blends 

seamlessly into the ship’s structure. 

TTS Ship Equipment GmbH also has an 

order for a third Super Yacht under 

construction in Germany, the 140m length 

o.a., 18.50m wide Le 120, due for delivery 

later this year.This vessel is being built 

jointly by Kröger Werft (hull) and Lürrsen 

(outfitting) and will feature a comprehensive 

supply of specially designed access doors: 

• Two stern doors 

• Two embarkation platform/doors 

• Two doors for passenger and crew 

access 

• Four boat doors 

• Two gangways 

With the booming Super Yacht newbuilding 

market (i.e. for vessels in excess of 50m 

length) seeing more and more larger vessels 

being ordered, the innovative skills of the 

TTS Ships Equipment have a receptive, high 

profile market. 

In breaking into the Super Yacht market, 

TTS Ships Equipment GmbH has show its 

ability to react and adapt quickly and 

innovatively to shipyards and shipowners 

changing cargo access equipment 

requirements, by providing access systems 

engineered to meet the fine, exacting 

requirements demanded of the Super Yacht 

market.


TTS wins side loading contract 

for Spliethoff’s Polish newbuildings 

The signature product from Bergen-based TTS Ships Equipment AS is side loading systems 

for ships, technology which the company has a long track-record in.The system is particularly 

of benefit to reefer ship operations, pulp/paper carriers and coastal passenger/cargo ships 

and fishing trawlers. 

Following on from the delivery of the two 15,890dwt 

Taiwanese-built reefers Lombok Strait and Luzon 

Strait to Holland’s Seatrade Reefer Chartering by China 

Shipbuilding Corp (CSBC),TTS Ships Equipment AS in 

Bergen, Norway has secured another important contract 

for the design and delivery of side loading systems. 

The Taiwanese-built vessels, delivered towards the end of last year, 

are currently operating on the Dutch owner’s reefer fruit service 

from New Zealand to Northern Europe/UK. Each vessel has a 

capacity for 626,011ft2 F 

,providing underdeck capacity for about 

5,750 standard fruit pallets.Two 45 tonne capacity deck cranes are 

provided.They can also carry 440 TEU or 220 FEU on deck as well 

as 650 standard cars. 

Cargo holds are accessed via a TTS designed side-loading system, 

comprising four side doors each equipped with 12 tonne capacity 

pallet lifts.The side loading system allows for totally weather-free 

cargo handling operations. 

The latest newbuildings to feature TTS’ side-loading system design 

are the four multi purpose vessels on order at Poland’s Stocznia 

Szczcinska Nowa Shipyard (Hull Nos B 584-IV/5,6,7,8) for another 

Dutch operator, Spliethoff’s Bevrachtingskantoor B.V. 

Three years ago TTS was involved with another newbuilding series 

for this Amsterdam-based owner, its 21,400dwt S-Type vessels, which 

were built in both Japan (six ships) and Poland (four ships).TTS side 

loading systems were supplied to all of this 10 ship fleet, comprising 

three side loading systems on the starboard side of each vessel, totally 

5 elevators were installed each ship rated for an SWL of 16 tons.The 

latest newbuilding in Poland feature an improved cargo handling 

system based on the experienced gained from the earlier Spliethoff’s 

vessels. 

The Nowa Shipyard newbuildings each feature three side loading 

systems for the three cargo holds, located on the starboard side side 

of each vessel and based on the same elevator system as delivered to 

the S-Type vessels. Hold No.1 is equipped with a side door 

(5.64m x 14.62m) and one elevator, while Hold Nos. 2 and 3 each 

have a single side door (11.24m x 14.62m) and two double elevators. 

All cargo elevators are rated for a lifting capacity of 16 ton SWL. All 

equipment operation is hydraulic.

The elevator system consists of three main components: 

• Platform 

• Cantilever beam with wheel, slewing ring and swing gear 

• Guiding column 

• Hoisting machinery 

• Hydraulic system 

• El. control system 

The platform is built as an open construction with solid top plate and 

stiffener reinforced for the slewing ring in the centre.The outside 

edge of the platform is protected with hard rubber.The cantilever 

beam is of box construction to enable it to take bending and torsion 

forces.The outer end if arranged for housing the swing gear with 

electric motor and brake.The cantilever beam has six driving wheels 

fitted with double roller bearings in a completely sealed system.The 

axle is of stainless steel. 

The swing of the platform is controlled by limit switches and 

rubber stoppers for accurate positioning, while double lifting wires 


are connected to a lever in front of the vertical cantilever beam. 

The guiding column is delivered as a complete unit with rail for 

elevator, lifting equipment, lever for hinges, cylinder for swing, 

locking arrangement for column in inner position and hydraulic 

stopper for elevator in TD level. 

TTS’s contract also calls for the design and supply of: 

• Extension splash covers for each side door 

• Pontoon hatch covers arranged in the top of each side door 

tower to provide access to the cargo hold for FLTs 

• Wheel stoppers (5) 

• Hydraulic barriers on each deck/elevator (10) 

• Side-hinged bulkhead doors (3) 

• Top-hinged bulkhead doors (8) 

• Hydraulic and electrical system 

The lead vessel in the Spliethoff’s newbuilding series in Poland is due 

for delivery in 2004, followed by the remaining vessels at abt 4 

month intervals.The Dutch operator also has an option on a further 

four vessels of the same type and size. 

The principal of the TTS side loading system is based on the 

premise that the best way to load or discharge cargo is by the shortest 

possible path – through the ship’s side. Key benefits of side loading 

systems are: 

• Compact stowage of cargo 

• Low cargo damage rates 

• Cargo handling operations independent of tidal variations 

• Small demand on port facilities 

• Increased turnaround times in port 

Depending on the intended use and specified degree of automation, 

TTS can deliver any system perfectly adjusted to suit specific needs.


TTS Ships Equipment’s IPSI 

and INTEGRATION projects lead to designs 

for enhanced ro-ro cargo handling operations 

Gothenburg-based TTS Ships Equipment AB, 

the ro-ro access equipment ‘Centre of 

Excellence’ within the TTS Marine group of 

companies, has been a pioneer in the 

development of new cargo handling systems 

for ro-ro vessels over the years. 

The company has been heavily involved in two EUsponsored 

projects, IPSI (Improved Port Ship Interface) 

and INTEGRATION, both designed to provide Europe 

with economic short sea ro-ro door-to-door operations. 

IPSI, which ran between 1996 and 1999, was a 

revolutionary feasibility project in intermodal transport designed 

to ease traffic congestion and improve safety on the roads of Europe 

by moving freight onto ships or inland waterways craft.TTS Ships 

Equipment led the consortium developing this project.The follow-up 

project, INTEGRATION, takes all of the lessons learned from IPSI 

and integrates them into a ‘real demonstration’ project to develop an 

economic door-to-door short sea shipping service utilising the ro-ro 

concept.This means developing new ro-ro designs, cargo handling 

systems and integrated ship-shore techniques. 

In INTEGRATION,TTS Ships Equipment has been tasked with 

demonstrating cargo handling systems to enhance efficient 

port/terminal operations. Both projects involve: 

• Developing new concepts for flexible and efficient interfaces 

between land and waterborne means of transport 

• Developing methods and equipment for the effective transfer 

of cargo and information about cargo with the focus on high 

efficiency and low investment 

• Demonstrating the port/ship interface concept to verify the 

effectiveness of intermodal cargo exchange in a ‘door-todoor’ 

context 

The latest innovation from these programmes is a new design of 

ro-ro trailer trestle with built in cargo lashing system.The IPSI Trailer 

Trestles offer both ship owner and port operators major advances in 

reducing vessel turnaround times, improved safety and important 

savings in the manpower requirements for handling a ro-ro equipped 

with these trestles. 

Several prototypes of the new trestle have been produced and 

tested in full scale operation aboard a number of freight ro-ros in 

service in Northern Europe.The trestle has been type approved by 

DNV in 2002 for a 36 ton trailer with a maximum of 20 tons on the 

king-pin. 

Why is this development so important? When handling trailers in 

short sea ro-ro operations, the trestle is a major component in the 

cargo securing system. By using the IPSI Trailer Trestle, the number 

of securing points is significantly reduced, and in certain 

circumstances even removed, without impacting on the safety of the 

cargo, crew or ship. 

The manpower required for conventional lashing of trailers on a 

typical North Sea freight ro-ro is 32, however utilising the IPSI Trailer 

Trestle system this figure is significantly reduced to just 10! With the 

high cost of port workers in Northern Europe and seamen, the 

financial savings are considerable. 

The IPSI Trailer Trestle is of steel construction with a built-in 

standard ‘fifth wheel’ on top of a standard 2-inch king-pin underneath. 

In each leg the web lashing is stowed and in the foot a specially 

designed rubber pad is fitted, to obtain the highest possible friction 

against the ship’s deck. 

The Swedish Maritime Institute has recently approved the new 

trestle and wheel-end design for use with reduced lashing onboard 

the ro-ro Stena Freighter, which operates on the route between 

Gothenburg (Sweden) and Kiel (Germany). 

With its extensive experience in the design of modern ro-ro 

vessels and cargo handling equipment,TTS Ships Equipment is 

helping Europe lead the way in economic short-sea ro-ro door-to-door 

operations.

TTS Marine Cranes is 

world leader in the 

design and supply of 

special hose handling 

cranes for use onboard 

tankers. Earlier 

this year the Bergenbased 

crane specialist 

was involved in an 

interesting supply 

in China. 

TTS hose handling crane 

for Panamax tanker conversion 

in China 

TTS hose handling cranes are 

almost exclusively supplied to 

newbuildings, but the end of last 

year saw a 15 ton capacity crane 

supplied to a major tanker 

conversion project in China. 

Italian operator Premuda Gestioni 

Srl had booked its 58,800dwt OBO Four Stars 

with Chinese shipyard Shanhaiguan for a major 

conversion into a crude oil carrier.The vessel’s 

original cargo section and bow was cut off just 

forward and a new cargo section, and bow 

(fabrication by the Chinese shipyard) was attached. 

The result is Four Moon,a single screw, Panamax 

size, double-hull crude oil tanker suitable for the 

carriage of oil products with a flash point lower 

than 60°C, with six pairs of cargo tanks and two 

slop tanks. 

The TTS hose handling crane will greatly assist 

in loading and discharge operations. 

The TTS range of hose handling cranes (type 

GPH) are all designed in accordance with OCIMF 

requirements. Sizes range from 2-30 tons SWL 

with three alternative power systems available: 

self-contained electro-hydraulic; high-pressure 

ring system, or low pressure system. 

The self-contained electro-hydraulic power 

system alternative means that the hose handling 


crane is provided with an EExd certified motor in 

the crane pedestal.The electric starter is located in 

a safe area, with push buttons mounted on the 

crane pedestal. 

Using a high-pressure ring system, hydraulic 

power for the crane is transmitted through a swivel 

connection in the pedestal. Suitable shut off valves 

are arranged for service purposes. 

With the low-pressure system, the crane is 

connected to the hydraulic system through and 

shut off and flow valve. A low pressure motor in 

the pedestal drives a high pressure pump, boosting 

hydraulic pressure to a suitable level for the crane 

motors and cylinder. 

The hose handling cranes can be fitted with 

local control (from a platform on the crane, via 

hydraulic joysticks); remote control from a fixed 

control stand; or via portable remote control.


Specialised cranes for Jan de Nul 

dredgers building in Spain 

Currently under construction in Spain at Izar’s Sestao Shipyard are two 

11,300m2 trailing suction hopper dredgers for leading Belgian dredging 

operator Jan de Nul (Hull Nos. 324 and 325). 

B 

Both 138.94m long dredgers feature 

two TTS designed and supplied 

electro-hydraulic deck cranes for the 

repair and replacement of the vessel’s 

dragheads and other elements that 

form part of each dredgers suction line. 

A 1,200mm bore draghead, with an adjustable 

visor and a swell compensator, is fitted to the end 

of the dredger’s suction arm.This swell compensator 

allows for a 6m movement of the draghead 

with respect to the vessel.The suction pipe is 

hoisted by three gantries placed at the draghead, 

at the intermediate cardan joint and the trunnion 

connection of the arm to the hull. 

Each gantry is provided with an hydraulicallydriven 

winch with nominal pulls of 1,005kN in the 

draghead, 960kN in the intermediate for a nominal 

hauling speed of the suction pipe of 8m/min.The 

draghead winch is arranged for single part hoisting, 

trunnion and intermediate winches for double part 

hoisting. 

Of the two TTS cranes being supplied to these 

dredgers, one is a low profile cargo crane, type 

CCL, with an SWL of 45 tons at 22m outreach. 

This crane has an auxiliary hoist rated at 5 ton at 

22m outreach.The second crane is a service crane 

with a hoisting capacity of 14 tons at a maximum 

outreach of 22m.

The lead vessel, Filippo 

Brunelleschi was launched 

earlier this year and is due for 

delivery in September. A yet 

to be named sistership is due 

for delivery in September. Both 

dredgers are destined for land 

reclamation work in South 

East Asia. 

The two Jan de Nul newbuildings 

are designed to 

operate at depths up to 32.5m 

(adjustable to 52m and 71m), 

while the hopper form has been 

designed for optimal settlement 

and discharge of the spoil, both 

through the bottom doors and 

through the bow. 

TTS has supplied specialised 

deck cranes to previous Jan de 

Nul newbuildings, the 16,000m 2 

capacity Juan Sebastian de 

Elcano and Kaisuu. 


Myklebust Mek Verksted OSV 

newbuilding for Østensjø 

features 100 ton capacity 

TTS crane 

The recently delivered 2,200dwt Norwegian owned anchorhandling/ 

tug, offshore supply vessel Edda Fonn, Hull No. 36 

at the Ulsteinvik yard of Norwegian shipbuilder Myklebust 

Mek Verksted for domestic owner Østensjø Rederi AS features 

another large capacity crane designed by TTS Marine Cranes. 

The 100 ton capacity 

electro-hydraulic, 

knuckle-boom deck 

crane, type GPCFO 

2500-10025, is 

designed for lifting from either 

the seabed or from the vessel 

itself to offshore rigs.The crane’s 

main winch is rated for a 100 

ton SWL at 10m outreach using 

the double part of the crane’s 

hoisting system, gradually 

decreasing to 25 ton SWL at 

25m outreach. However, if only 

using the single part of the 

hoisting system, the capacity 

is 50 ton SWL at 16m outreach, 

gradually decreasing to 25 ton 

at 25m outreach.The main 

winch, equipped with an active 

heave compensation system, also 

has a wire capacity for working 

on the seabed at water depths up 

to 2,000m. 

The crane’s auxiliary winch, 

also equipped with an active 

heave compensation system has 

a lifting capacity of 12 ton in 

harbour conditions and 10 tons 

in offshore conditions, working 

to depths of up to 500m. 

Last year TTS Marine Cranes 

delivered a similar crane to the 

7,000dwt offshore support 

vessel Eddafjord built by 

Norway’s Flekkefjord Slip 

& Maskinverksted AS (Hull 

No.173) for Østensjø.


New deck gear takes up the strain offshore 

As offshore operators move into deep water, 

they are demanding larger, heavier cranes from 

manufacturers, more sophisticated cranes and 

more sophisticated control systems, with 

active heave compensation often specified. 

Apart from the 

demands that 

deepwater 

operations place 

on deck-mounted 

cranes, operators also have to lift 

an ever wider variety of equipment 

and materials. In some 

cases, operators have chosen to 

opt not for a single crane for 

their ships but to keep spare 

cranes ashore or on other ships, 

so that they can literally ‘swop’ 

one crane for another, using a 

common pedestal. Ostensjo was 

one such operator that gone 

down this route. 

Another solution which TTS 

Marine has provided for another 

well known Norwegian operator, 

Farstad, is a rail-mounted crane 

that is able to lift from three 

different positions along the 

length of the vessel on which it 

is installed. Apart from Farstad, 

TTS is quoting to a number of 

other operators for this kind of 

crane. 

One of TTS Marine’s recent 

projects in the offshore support 

vessel sector was a seabed and 

ROV crane, with seabed 

operation up to 2,000m, for 

the Grampian Surveyor, built 

by Astilleros Balenciaga for 

Northstar Shipping in the UK. 

TTS Marine says the crane 

represents a move from a 

straight jib to a folding jib, 

which reduces the pendulum 

effect, and gives more flexibility. 

The cranes also have an electronic 

load sensing system, a depth 

monitoring system, and constant 

tension feature.The company is 

also working with the same yard 

on another crane. 

(c) 2003 David Foxwell/Riviera 

Maritime Media Ltd.This article 

first appeared in Offshore Support 

Journal, and is reprinted by 

permission of the editor.


Specialised buoy-handling 

crane for multi-purpose 

Middle East Lights Tender 

A2,600grt multipurpose 

Lights 

Tender on order 

in Holland for 

operation in the 

Middle East is to feature a 

sophisticated buoy-handling 

crane designed and manufactured 

by TTS. 

The vessel has been ordered 

by Middle East Navigation Aids 

Service (MENAS) from the 

Damen Shipyards Group in 

Holland, with the 82.6m long 

hull being sub-contracted to 

Damen’s Galatz Shipyard in 

Romania, with final outfitting 

taking place at Schelde Naval 

Shipbuilding in Vlissingen, 

Holland. 

Hull No. 554001 at Damen 

Shipyards is designed for a wide 

variety of operations, including 

buoy-handling and laying, oil 

pollution recovery and hydrographic 

survey work and brings 

a new level of sophistication to 

these types of operation in the 

Arabian Gulf, having a dieselelectric 

propulsion system, as 

well as a dedicated Dynamic 

Positioning system. 

The TTS crane being supplied 

to this vessel is of the electrohydraulic 

type, with an SWL of 

25 tonnes at 20m, located on 

the starboard side. The crane, 

Type GPCO 1250-2520, is 

specifically designed to handle 

a wide variety of navigation 

buoys and features a two 

hook/winch operation. Each 

hook/winch can be operated 

independently or synchronised 

in buoy-handling operations, and 

a constant tensioning system is 

installed to ease the hook-on 

operation. 

The crane also features levelluffing, 

which will be invaluable 

for buoy positioning work on 

the aft deck of the vessel. 

The TTS crane is dimensioned 

to handle a wide variety of buoy 

sizes and the owner has an 

option on the supply of a 20ft 

container spreader to further 

enhance the flexibility of crane 

operations. 

The UK’s Three Quays 

Marine Services are Owners 

Consultants for this project. 

When delivered in May 2004, 

the Lights Tender will operate 

for MENAS in the Arabian Gulf, 

from Kuwait in the north, all the 

way down to Oman.The Dutch 

newbuilding will replace 

MENAS’ 25 year old, UK-built 

Lights Tender Relume. 

MENAS was established in its 

present form in 1950 to ensure 

the safe passage of shipping 

through the Arabian Gulf and its 

approaches. It installs, operates 

and maintains more than 500 

navigation aids, ranging from 

light buoys and radar beacons to 

lighthouses, as well as a Gulfwide 

DGPS system.


TTS transfer system for new Indian Navy base 

A major role is being played by TTS in the Indian Navy’s new naval base currently being built 

on the country’s west coast at Karwar, south of Goa, in the State of Karnataka. 

This major shipyard development, 

known as Project Seabird, will 

see the creation of a new shipyard 

designed to meet the repair and 

maintenance requirements of 

India’s navy for the next century.The 

shipyard is expected to begin operations 

towards the end of 2004. 

The focal point of the new Karwar naval 

base will be the Syncrolift shiplift and TTS 

ship transfer system, the first of its kind in 

India, built to LRS requirements.This is the 

second time that both TTS and Syncrolift 

have joined forces to offer a shiplift and 

transfer system to a shipyard. Greece’s 

Neorion New Shipyards Syros was the first. 

The Syncrolift shiplift (175m x 28m, with 

a load distribution of 85 ton/m) and TTS 

transfer system is designed for handling a 

vessel with a maximum weight of 11,560 

tons and a maximum length of 142m.This 

means the system is capable of handling all 

Indian Navy vessels up to and including the 

destroyers. 

The hoists, platform and associated ship 

transfer system for the Karwar naval base 

will be fabricated in India and project 

managed by Syncrolift. 

The TTS designed diesel-hydraulic ship 

transfer system for the Indian Navy’s new 

naval base is almost identical to other ship 

transfer systems delivered to other shipyards 

around the world in recent years. 

The TTS ship transfer system for the 

Indian Navy’s new Karwar base is initially 

designed to lift a maximum shipload of 

11,560 tons; however, on upgrading at a 

later date, it can accommodate vessels of 

12,920 tons. Inbuilt are special hydraulic 

safety systems to protect the load, the 

transfer equipment and the rails from 

being overloaded. 

The Indian Navy’s new ship transfer 

system is robust, easy to operate and 

requires the minimum amount of 

maintenance.The 68 transfer trolleys 

themselves, each with a lifting capacity 

of 177 tons, have no electrically controlled 

valves or switches; instead all valves are 

hydraulically controlled via hydraulic hoses. 

All operations can be controlled by one man 

from a dedicated control panel on the 

systems power control trolley. 

Furthermore, the TTS system also 

includes two ship sets (68) of cradles. Each 

cradle is a support structure inclusive keel 

and bilge blocks.The cradles will be 

distributed along the keel line to match the 

load distribution and the rail gauge in the 

transfer area. 

How the TTS ship transfer system 

works 

When a vessel is scheduled for drydocking, 

docking takes place on cradles on the 

Syncrolift, with the ship and the cradles 

lifted and moved by the TTS transfer 

trolleys.The one-man operated transfer 

system consists of identical rail-running 

transfer trolleys and a power trolley. Each 

of the transfer trolleys can lift and carry a 

net load of 177 metric tons and are spaced 

to a multiple of 4.25m in the longitudinal 

direction and 13m apart. 

A connector joins the transfer trolleys 

together, providing the correct distance 

between the transfer trolleys, as well as 

carrying the hydraulic hoses between the 

trolleys. 

Power for the transfer trolleys comes from 

a dedicated power trolley which is equipped 

with a hydraulic power pack powered by a 

diesel engine, all necessary hydraulic valves, 

hydraulic filters, tank and PLC control unit, 

to operate the hydraulic circuits. 

The TTS docking cradles are of steel with 

the docking cushions made of wood. 

Between the steel structure and the ground 

are two legs.The system is also capable of 

lowering only one of the cradles at a time. 

This cradle can then be shifted or removed, 

while the vessel is resting on the other 

cradles or external supports.This option 

is extremely important and enables the 

shipyard to access the complete underwater 

hull during docking. 

The need for a new Naval Base 

The Indian Navy has been looking to build 

a new naval base for a number of years and 

after much discussion the decision was taken 

to build the base at Karwar. Prime Indian 

consultants for the new naval base is 

Engineers India Ltd, which is responsible for 

the detailed project report for the shore-side 

structure of the new base, while two overseas 

consultants have been appointed to prepare 

the master plan and the detailed project 

report for the marine works; Australia’s 

Redecon and Holland’s Nedeco. 

The construction of the new naval base 

comprises not only the new shiplift and 

transfer system, but also the construction of 

breakwaters, dredging and land-reclamation, 

as well as the construction of repair quays 

and jetties, workshops etc.

Specialised systems for handling sub-sea 

umbilicals and cables delivered by TTS 

Shipyard production and heavy load transfer solutions is not the only area 

where the material handling division is involved. 

R 

Recently the Drøbak-based TTS 

Material Handling Division has 

been working closely with 

Norway’s Nexans, developing 

systems for the handling of 

sub-sea umbilicals at the company’s Halden 

factory, on the west coast of Norway. 

Nexans is a world leader in the cable 

industry, bringing an extensive range of 

advanced copper and optical fibre cable 

solutions to a number of industries; from 

telecommunications and energy networks, 

the oil and gas industry, to aeronautics, 

aerospace, automobile, building, 

petrochemical, medical applications etc. 

TTS first became involved with Nexans 

in 1999 when it designed and manufactured 

a specialised turntable for the handling of 


offshore umbilical cables (1,200 tons 

capacity) at the company’s Halden factory. 

Two years later an additional turntable was 

delivered as an upgrade, increasing capacity 

from 1,200 tons to 2,200 tons.The turntable 

is used for the intermediate storage of the 

umbilical at the factory prior to loading onto 

the cable-ship. 

The latest contract for TTS from Nexans 

was the design and manufacture of an 

under-roller spooling machine for offshore 

umbilicals and cables.This machine has a 

capacity for 300 tons. 

Recent projects that Nexans has been 

involved in include the supply of umbilicals 

to Norsk Hydro’s Fram Vest project in the 

North Sea and the supply of umbilicals as 

part of the Frame Agreement for BP America 

Production Co’s Thunder Horse and Atlantis 

projects. 

For Norsk Hydro’s Fram Vest project, 

Nexans supplied two static lengths of 

umbilical cable, a short 50m one that was 

laid between the wells in the offshore oilfield 

and a 25km length that was laid back to the 

Troll C platform.The cable, laid along the 

seabed, is used to convey fluids, electricity 

and telecommunications signals between the 

platform and the wells. 

Meanwhile, in the Gulf of Mexico, about 

120km of Nexan umbilicals are being used 

in the Thunder Horse and Atlantis projects. 

Both of these oil fields are located 200km 

south of New Orleans in ultra-deep water 

(in excess of 2,000m).

TTS Marine ASA 

CORPORATE OFFICE: 

Laksevågneset 12 

P.b. 32 Laksevåg 

N-5847 BERGEN 

Norway 

Tel: +47 55 94 74 00 

Fax: +47 55 94 74 01 

REGIONAL OFFICE: 

Barstølveien 26 

Servicebox 602 

N-4606 Kristiansand 

Norway 

Tel: +47 38 04 95 00 

Fax: +47 38 04 95 01 

Web: www.tts-marine.com 

TTS Ships Equipment AS 

Kokstadveien 30 

P.O. Box 72 Kokstad 

N-5863 BERGEN 

Norway 

Tel: +47 55 11 30 50 

Fax: +47 55 11 30 60 

TTS Ships Equipment AB 

Kämpegatan 3 

SE-411 04 Göteborg 

Sweden 

Tel: +46 31 725 79 00 

Fax: +46 31 725 78 00 

TTS Ships Equipment GmbH 

Wachtstrasse 17-24 

D-28195 Bremen 

P.O. Box 103840 

D-28038 Bremen 

Germany 

Tel: +49 421 3 35 84 0 

Fax: +49 421 3 35 84 98 

TTS Marine ASA, 

Branch Office South Korea 

RM 625, Ocean Tower 

# 760-3 Woo 1-Dong, 

Haeundae-Gu, Pusan 

Korea (612-726) 

Tel: +82 51 740 6081-3 

Fax: +82 51 740 6084 

TTS Hydralift Co Ltd. 

No. 433 Gao Xiang Huan Road 

GaoDong Industrial Park, PuDong 

Shanghai 200137 

P.R. China 

Tel: +86 21 5848 5300 

Fax: +86 21 5848 5311 

TTS Inc 

Alf Sundsboe 

401 Moonraker Drive 

Slidell, LA 70458 

USA 

Tel: +1 504 616 3712 

Fax: +1 985 641 7442 

TTS Inc 

Joe Connolly 

6 Neal Court 

San Pablo, CA 94806 

USA 

Tel: +1 510 724 4625 

Fax: +1 510 724 8639 

TTS Hua Hai 

Ships Equipment Co Ltd 

18th floor 

3255 Zhou Jia Zui Road 

Shanghai CH-200093 

P.R. China 

Tel: +86 21 6539 8257 

Fax: +86 21 6539 7400 

TTS Handling Systems AS 

Holterkollvn 6 

P.O. Box 49 

N-1441 Drøbak 

Norway 

Tel: +47 64 90 79 10 

Fax: +47 64 93 16 63 

TTS Ships Equipment Sp z o.o 

Telimeny 25 

80 – 124 Gdansk 

Poland 

Tel: +48 58 302 34 67 

Fax: +48 58 300 52 31 

TTS Marine ASA 

Laksevågneset 12 

PO Box 32 

N-5847 Bergen, Norway 

Tel: +47 55 94 74 00 

Fax: +47 55 94 74 01 

E-mail: info@tts-marine.no 

www.tts-marine.com 

mteam.no rra67 – 20653 – TRYKK: MGH Grafisk AS

Review nr 1. 2003 - TTS Group ASA

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