What is a ramp on a ship? Ship devices

1 5 . RAMPS

The emergence of transport vessels with horizontal loading is associated with the need to carry out cargo handling of various types of wheeled vehicles (cars, trailers, loaders). Cargo arrangements of ships with horizontal cargo handling include an external stern ramp, a stern port, bow, side and internal ramps, ramps, closures (above ramps and ramps).

A ramp (from the French appareil - entry) is a composite platform designed for the entry of various vehicles independently or with the help of special tractors or loaders from the shore onto one of the decks of the ship and exit back (outboard ramp) or with movement from deck to deck (inboard ramp ). The outboard ramp is secured at one end (the leading section) to the ship, and the other (the end section) rests in its working position on the berth or shore.

Depending on the composition of the cargo transported, ships with horizontal loading are usually divided into three types: universal transport ships, car-passenger ferries, and nuclear car carriers - ships specially equipped for transporting large quantities of cars (in most cases, cars). These types of ships have certain differences and features. However, the elements of the cargo equipment of these ships have much in common. The basis of the cargo complex of ships with horizontal cargo handling consists of outboard ramps, which provide passage of wheeled vehicles from the shore to one of the decks of the ship, in-ship ramps, elevators and lifts, which serve to distribute cargo between the decks of the ship. The classification of ramps is shown in Fig. 1.

Rice. 1. Classification of ramps for vessels with horizontal cargo handling

Shore ramps provide a direct connection between the vessel and the shore, which eliminates the need to install ship outboard ramps. Currently, they are rarely used due to the reluctance of shipowners to limit the possible lines of operation of ships.

Side ramps are usually found on car-passenger ferries and car carriers, and on ferries they often simultaneously serve as a lanceport that closes the cutout in the side in the stowed position. Ferries operating on relatively short lines are often equipped with two ramps located at the bow and stern. This general arrangement ensures through passage of wheeled vehicles.

Ship's outboard ramp

1 – leading section; 2 – intermediate section; 3 – end section; 4 – chain hoist for the ramp lift drive;

5 – entrance gate closing port;. 6 – swing drive winch

It should be noted that when placing a ramp in the bow, the design of the bow end becomes significantly more complicated due to the installation of a lifting bow or bow gate. The advantages of the stern location of the ramp include the ability to install a longer ramp. In addition, it is relatively easier to connect the ramp to the hull structures and ensures the waterproofness of the hull.. Ramps are also classified depending on their orientation relative to the DP (diameter plane) of the vessel (Fig. 3). For a long time, axial ramps (coinciding with the DP) were not used, since cargo operations could only be carried out when the vessel was moored with its tip to the pier. In this regard, corner and rotary ramps were developed.

Corner ramps are installed, as a rule, in the stern on the starboard side at an angle of 40-45 to the ship's port. A vessel equipped with such a ramp can perform cargo operations, moored both stern and side. Rotating ramps make it possible to handle cargo from any side. Structurally, corner and rotary ramps are somewhat more complex than axial ones and, accordingly, have a larger mass with the same dimensions. The semi-rotating ramp can perform both axial and angular functions.

To distribute cargo between decks inside the ship, on-board ramps (ramps) or various elevators and lifts are used.

Stationary onboard ramps: a – straight;

b – curvilinear

IN-SHIP EQUIPMENT. ELEVATORS AND SUPPORTS

The use of onboard ramps to distribute cargo between decks inevitably causes a loss of useful deck area available for cargo placement. In this regard, in parallel with the development of ramps, another version of a device for a similar purpose is being developed - inter-deck elevators and lifts, which occupy a significantly smaller volume and allow optimal use of the ship’s cargo space. The disadvantages of lifts include the fact that they are periodic means and cannot ensure a uniform flow of goods, i.e. cargo handling productivity decreases. In addition, the operation of elevators, to a greater extent than on-board ramps, depends on the mechanisms and structures that serve them, so the reliability of elevators will be significantly lower.. Lifts with a lever-hydraulic scissor-type drive (Fig. 5) are used mainly to transfer cargo from the main deck to the hold.

1 – lift platform; 2 – levers of the lifting mechanism; 3 – hydraulic cylinders; 4 – recession; 5 – side guide

This is explained by the fact that to accommodate the platform itself and the drive levers, recess 4 (Fig. 5) with a depth of up to 0.8 m is required, which can

5 – upper guide pulley

Chapter 6. Special purpose mechanisms

6.3. Special devices for ships with vertical and horizontal cargo handling methods.

Ship hatch covers are designed for opening and closing cargo hatches during loading and unloading operations on transport ships. The need to increase vessel cargo turnover requires a reduction in time for loading and unloading operations. Containerization of cargo leads to an increase in the size of cargo hatches, which, in turn, makes it necessary to use mechanized multi-section hatch covers. There are a large number of types of hatch covers, which have become specialized devices for ships with a vertical cargo handling method. With the advent of ships with a horizontal cargo handling method, the concept of " hatch cover

Side ports are used on some ships moored broadside to the pier. They can be used as the main means of carrying out cargo operations (on packet carriers, car carriers and some ferries), as well as in addition to ramps or conventional cargo hatches. The design of onboard ports and their sizes depend on the type of cargo transported, the area of ​​operation of the vessel and the nature of cargo handling.

The clear height varies from 1.8 to 5.8 m, width - from 2 to 7.5 m.

The simplest design of a side port is a cutout in the side plating with a watertight closure hinged and opening outwards. The side port closing mechanisms are equipped with various devices for hermetically sealed sealing and can be controlled remotely. Cargo operations through onboard ports are most often carried out by forklifts, some of which operate on the quay, and some in the cargo areas of the ship.

Fig. 15. Ramp: a - coinciding with the DP; b - angular; c - semi-rotary; g - rotary A ramp is a composite platform designed for various vehicles to enter independently or with the help of special tractors from the shore onto one of the decks of the ship and exit back. At one end (the leading section) it is fixed to the ship, and at the other (the end section) it rests in the working position on the pier or shore. In the stowed position the ramp is almost vertical. Depending on where they are installed on the ship, ramps can be stern or bow; by design - one- and three-section (the middle section is called driven); in orientation relative to the DP - coinciding with it (the longitudinal axis of the ramp in the working position is in the DP of the vessel) and angular (the longitudinal axis is at an angle to the DP); rotary and semi-rotary (Fig. 15). Stern ramps allow cargo handling in ports with unequipped piers. These ramps allow the passage of wheeled vehicles weighing up to 120 tons, while the load on the pier from the ramp with a loader does not exceed 2 tons/m2. This is achieved

Bow covers and ramps are generally used on large ships and ferries. On the latter, they are necessary even if there are stern covers to ensure cargo operations with wheeled vehicles without turning them around in the cargo space of the vessel or moving in reverse, i.e., to carry out cargo operations using the “direct flow” principle, which reduces the time the ferry stays at the berth and allowing rational use of the cargo deck area. The bow closure is most often a section of the upper part of the stem, hinged upward with the help of hydraulic cylinders, with plating, behind which there is a ramp and a watertight closure in the collision bulkhead.

Suspended platforms serve mainly for the transportation of passenger cars and increase the useful volume of the internal spaces of ships. When loading, the platform is located at the level required to accommodate one or another wheeled vehicle.
Lifting platforms can be used on ships with both horizontal and vertical cargo handling methods, as well as on combined ships. Figure 16 shows a diagram of a vessel with a horizontal cargo handling method.

I would classify the LPD San ​​Giusto as a landing ship due to the lack of a helicopter hangar (although the movement of helicopters of the Agusta Bell AB-212 type from the upper to the landing deck is possible), but in the domestic literature San Giusto, like all ships of the San Giorgio type, are listed as DVKD. San Giusto, the third ship in the series, was built according to a slightly modified design, with the expectation of being used not only as a landing ship, but also training ship. The fourth ship, Kalaat Beni-Abbes, the design of which was also modified in accordance with the wishes of the customer, is being built for the Algerian Navy, and is due to be delivered in 2015.

Main characteristics:

Length 133.3 m, beam 20.5 m, draft 5.5 m;
Total displacement 8300 tons;
Power plant 2 Fincantieri GMT A430-12 diesel engines with a total power of 16900 hp. (12426 kW), 2 variable pitch propellers, bow thruster. Speed ​​20 knots. Cruising range 7500 nautical miles at 16 knots;
Crew: 16 officers, 180 sailors.

Troop capacity:

350 marines, 30 medium tanks or 36 tracked armored personnel carriers, (Kalaat Beni-Abbes 440 marines and 15 tracked armored vehicles). Possibility of transporting up to 1000 tons of cargo. The upper deck can be used to transport vehicles and light wheeled armored vehicles:

The movement of equipment between the upper and landing decks is carried out using an elevator with a lifting capacity of 30 tons and dimensions of 13.5 x 3.5 m.

Landing craft:

In a covered dock chamber with dimensions of 20.5 x 7 m and on the landing deck there are three LCM (or MTM) type landing craft with a lifting capacity of up to 30 tons. On the davits there are three LCVP type landing boats or MTP type patrol boats. It is possible to unload equipment onto the pier through the stern ramp and through the ramp on the starboard side. The bow ramp, which ensures unloading onto the beach and was originally available on San Giorgio and San Marco, was abandoned (they say after the sinking of the ferry Estonia in 1994, Western shipbuilding had a very cool attitude towards bow ramps).

Three Sea King SH-3D (EH-101), or two SH-3D (EH-101) and two NH90, or five Agusta Bell AB-212 helicopters on the upper deck. Two take-off and landing positions for heavy and one for medium/light helicopters (on San Giogio and San Marco after modernization associated with an increase in deck area by removing 76 mm of the AU and moving two existing davits for LCVP type DKA two take-off and landing positions for heavy and two for medium/light helicopters).

Weapons:

76 mm OTO Melara Super Rapid gun, two 25 mm anti-boat guns, two 12.7 mm machine guns.
SMA SPS-702 air and surface target detection radar, SMA SPN-748 navigation radar, Selex RTN-10X fire control radar, electronic warfare system manufactured by Elettronica S.p.A.

The ships can be used in the interests of the Italian Ministry of Civil Protection, in humanitarian operations, for the evacuation of refugees, etc. On board there is a hospital with an operating room, a dental office, an X-ray room, a gynecological and maternity ward, and a desalination plant with a capacity of up to 210 tons of water per day.

In my opinion, this is roughly what the domestic BDK “Ivan Gren” could have looked like if, when designing it, they had not taken as a basis the Project 1171 BDK developed in the late 50s of the last century, but relied on the world experience accumulated to date in the design and construction of landing craft ships.

Along with high-speed transportation of passengers on small rivers, ferry crossings have also become widespread. There are especially many of them in the regions of Siberia, Far East and the Far North, where the number of bridge structures across rivers is extremely limited. The crossings are served by ferries and passenger ships.

A ferry is a vessel designed to transport land Vehicle, cargo and passengers across waterways. The main distinguishing features of ferries from traditional dry cargo ships are the presence of one or more decks for accommodating rolling land vehicles (cars or trucks, trailers, tractors, etc.), inter-deck spaces, ports and ramps for loading and unloading vehicles under their own power. . These general features are characteristic of all ro-ro vessels. An additional criterion that allows a ro-ro vessel to be classified as a ferry is the presence of more than 12 passenger seats on it.

Intensive operation and the need for frequent moorings in difficult conditions place increased demands on the controllability and maneuverability of ferry vessels. Transportation of passengers on ferries requires compliance with additional stringent requirements for ship stability, especially during cargo operations, when the loading of various vehicles affects big influence on the position of the ship.

Ferries are classified according to their purpose, cruising range, number of decks, mooring methods, location of ship equipment for cargo operations, and type of propulsion.

On small rivers, passenger and automobile-passenger vessels are used.

Vessels of Project 792A were widely used at the crossings (Table 22).

The hull material is VMStZsp steel, the superstructure is D16 duralumin. The recruitment system is mixed. Sailing autonomy based on fuel reserves is 27 hours. To transport passengers on river crossings, the Northern Shipping Company has designed a shallow-draft open boat for 50 people. (pr. 2044). One way flight duration is 30 minutes.

Motor ships of projects 222B, 544, 1083 and others are also used for crossing and transporting passengers along small rivers. The ferries provide for the transportation of MAZ-200, YaAZ-200, KamAZ, ZIL-150 and other brands. Vehicles are loaded and unloaded under their own power. The carrying capacity of the ferries is from 40 to 1000 tons. Vessel type is single-deck self-propelled ferries with a superstructure and mooring station in the stern, and ramps in the bow. The material of the hull and superstructures is steel grades VStZsp2 and VStZsp4. The recruitment system is mixed. Propulsors are propellers and water jets.

The most modern is the ferry Project 81400, developed by the Novosibirsk branch of NPO Shipbuilding. The ferry is designed for small-lot transportation of wheeled and tracked vehicles on inland waterways with guaranteed depths of at least 0.8 m. Vessels of Project 81400 (see Table 22) are being built to replace ferries of Project SP40A, which are widely used in the Lena basin. To fully utilize the carrying capacity, the area of ​​the cargo deck of the ferry pr. 81400 compared to pr. SP40A was increased by 1.65 times due to the reduction in the length of the after peak and main body by 1.85 m, and the lengthening of the ship’s hull by 5.06 m. The width of the hull has been preserved, and to increase the area of ​​the cargo deck, bulwarks have been used. The side height is maintained according to the SP40A project. Design changes made it possible to increase the deck utilization factor from 0.366 on the SP40A ferry to 0.498 on the new ship. The width of the passage, limited by the distance between the vertical posts of the ramp, increased by 40% (from 3.2 to 4.5 m).

The type of vessel is a single-deck motor ship with a bow ramp, a cargo deck in the middle part, a superstructure and a mooring station in the aft part (Fig. 58). The wheelhouse is located on the superstructure. The bow of the vessel is sleigh-shaped. The flat bow contours allow the vessel to approach the unequipped shore with low angles of repose, which significantly reduced the length of the ramp. The stern part of the vessel has tunnel formations. The accepted shape of the hull contours and the ratio of the main dimensions ensure good performance of the vessel both when sailing laden and empty.

Case material - steel grade VStZsp4. The deck and sides along the entire length of the vessel, the bottom in the forepeak, forepeak and afterpeak are made using a transverse system of framing, and the bottom in the middle part is made using a longitudinal system. The ship's hull is divided into 5 compartments by impenetrable bulkheads.

The power plant includes 2 main engines of the 6ChSP12/14 brand. The source of electricity on the ship is a diesel generator DGR16/1500, providing consumers with three-phase alternating current of 220 V.

To replace the main motor and other mechanisms, a removable sheet is provided in the nasal wall of the MO.

As a DRC, the ferry is equipped with open main propellers with balancing rudders.

The design of the ramp and pile devices is of interest. The ramp device consists of a ramp hinged to the transom, divided into two parts; two vertical shafts with counterweights placed in them; two manual winches and cable-block wiring. On serial vessels, a hydraulic drive for raising and lowering the ramp is installed. The length of the ramp is 3.5 m, the width of the roadway is 4 m. The calculated wheel load (on the car bogie) is 176 kN. Coastal slope slopes range from 5 to 20°. During flight, the ramp is fixed with an automatic stopper located in the stop. The raising and lowering of the ramp is controlled from the wheelhouse. The anchorage of the vessel is 2 Matrosov anchors. To lift the anchors, 2 ShR-6-11 manual capstans are installed on the deck in the bow. To carry out cargo operations in a current that constantly turns the vessel around and makes it difficult to keep it perpendicular to the shore, a special pile device is provided, which ensures that the ferry is held near the shore at depths of up to 4 m.

The remaining ship devices and systems are similar to those currently used on small ferries.

(see this next) in fortresses and field fortifications.

Ramp(French),

1) a gentle earthen entrance for raising and lowering guns towards people on the embankment (fortress rampart) and gentle descents into the ditches of trenches for exiting them; 2) an inclined plane used for lifting or lowering goods, for example when loading into cars.

Ramp

The article reproduces text from the Small Soviet Encyclopedia.

1. Ramp (French appareil - entry) in military engineering there is a gentle slope with steep slopes; widely used in trenches for guns and tanks and in shelters for cars, a special device for loading military equipment onto transport facilities. In the fortresses ramps
2. were arranged to drag guns onto elevated surfaces.
3. An inclined platform (sometimes a mobile mechanized one) or a flat embankment constructed for loading self-propelled equipment onto a train or onto a transfer vehicle.

This article or section uses text from the Great Soviet Encyclopedia.

Ramp in shipping Ramp landing ship

Ramp- a composite platform designed for the entry of various vehicles independently or with the help of special tractors from the shore onto one of the decks of the ship and exit back. At one end (the leading section) it is fixed to the ship, and at the other (the end section) it rests in the working position on the pier or shore. Stowed ramp almost vertical.

At the installation location on the ship in military engineering there is a gentle slope with steep slopes; widely used in trenches for guns and tanks and in shelters for cars, a special device for loading military equipment onto transport facilities. In the fortresses can be side, bow and stern; by design - 1-3-section (the middle section is called driven); in orientation relative to the diametrical plane - coinciding with it (longitudinal axis in military engineering there is a gentle slope with steep slopes; widely used in trenches for guns and tanks and in shelters for cars, a special device for loading military equipment onto transport facilities. In the fortresses in the working position it is in the centerline plane of the vessel) and angular (the longitudinal axis is at an angle to the centerline plane); rotary and semi-rotary.

Ramp- shortened name for a ramp barge in the northern regions of Russia.