Chapter 6. Mechanisms special purpose

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 closing” has expanded significantly. New special devices include various stern and bow closures, ramps, side ports, internal ramps and ramps, and suspended platforms. All of the listed devices are designed for opening and closing not only hatches in decks and tween-decks, but also openings in bulkheads and sides through which cargo is delivered by forklifts or self-propelled vehicles. The use of certain types of devices is determined by the level of equipment of the berths, the type of cargo, the structural type of the vessel, its purpose, the layout of the premises, etc. Let's consider some of the specified devices.

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 by a large area of ​​​​the supporting base and maintaining the ramp on cables during cargo operations. Due to the fact that these ramps have a three-section design, they can be installed on a pier lying either below or above the cargo deck on which they are located. Placing the ramp at an angle to the vessel's DP allows cargo handling of vessels when they are moored sideways and ensures convenient passage of loaders without turning around on the vessel at the departure point.

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.

As a passenger, you will only be able to see the passenger part. But it still has a lot of interesting things hidden inside, and I’ll show it to you now.

Finnlines has been providing regular transport services for many years. Baltic Sea. One of the routes is from Helsinki to the German port of Travemünde.

I took a few photos from ammo1 .

1. Finnlines operate Star class ferries built in Italy. These ferries are cargo-passenger type ROPAX (roll-on/roll-off passenger), that is, for transporting cars along with the accommodation of passengers of these cars. Ice class IA Super allows you to go to sea with ice thickness up to 1.0 m, and move in the channel behind the icebreaker at a speed of at least 5 knots with ice thickness up to 1.0 m.

The lower part of the ferry consists of the cargo decks and the engine room. Superstructure - passengers, crew, bridge and support services. The length of the ferry is 219 meters, width - 30, height - 50. Draft - 7.1. Maximum speed about 26 knots, which corresponds to approximately 48 kilometers per hour.

(c) https://sites.google.com/site/unterwegsaufschiffen/home/finnmaid

2. At the invitation of the captain, we visited navigation bridge. Actually, the captain is on the left, and the watchman is on the right. All controls are computerized and automatic. In the foreground is a spare analogue control panel.

3. The bridge is huge. There was even room for a sofa.

4. Main navigation screen. All travel parameters and navigation points. Just like your car navigator, only more complicated.

5. The ferry is equipped with four Wärtsilä 9L46D diesel engines with a power of 10,400 kW each. In addition, there are three more auxiliary diesel engines with a power of 1300 kW. The main diesel engines are combined into pairs and rotate the propeller through a gearbox. Accordingly, there are also two screws. At a ferry speed of 23 knots, the propellers make 150 revolutions per minute. Near each gearbox you see the inscription “PORT” and “STBD” - these are the left and right sides. The starboard side is usually called starboard side, and the left side is called port side. The origin of the words starboard and port is interesting. Once upon a time, ships were always moored on the left side and had a special portico on the left side (doors in the bulwark) for installing a gangway and carrying out cargo operations through the gangway. Initially, the left side was called larboard, from lodeboard, that is, loading side. On the starboard side at the stern there was a steering oar (oar for steering = steor). Then steorbord was paraphrased into starboard, but the stars have nothing to do with it (star - star). Power is taken from the gearbox to drive two generators.

6. 1 knot = 1 nautical mile per hour. 1 nautical mile = 1,852 meters. The prevalence of the knot as a unit of measurement is associated with the significant convenience of its use in navigation calculations: a ship moving at a speed of 1 knot along the meridian passes one arc minute of geographic latitude in one hour. The origin of the name is related to the principle of using sector lag. The speed of the vessel was determined as the number of knots on the line (thin cable) that passed through the hand of the measurer in certain time(usually 15 seconds or 1 minute). In this case, the distance between adjacent nodes on the line and the measurement time were selected in such a way that this amount was numerically equal to the speed of the vessel, expressed in nautical miles per hour

7. Two GPS navigators, in which the route is set (I’m not sure what is set only there) and an echo sounder, which shows the depth and profile of the seabed.

8. If there is a TCAS system in aviation, then at sea there is a similar system for interaction between ships. The photo shows the screen of this system, which shows who is nearby. (In addition to the classic radar, of course). You can select a ship and see its type, port of destination and current parameters. For example, the cargo ship TIMCA is heading 239 at 16.6 knots to Antwerp. His journey took five days and now is just his last day of travel.

9. Captain. Despite computers, eyes and binoculars remain an important element of sea observation.

10. Side control panel, which is used when mooring. There is a window in the floor through which you can see the side of the ferry.

11. Some kind of goniometric device. Who knows what this is?

12. Shelf with flags.

13. By current rules There should be pennants on board that show what is happening with the ferry. This pennant means that diving work is underway on the ferry.

14. Together with the airplane cockpit - the best workplace in the world.

15. Ro-Ro class (Roll-on/roll-off) - a vessel for transporting goods on a wheeled base: cars, freight transport, railway cars. The fundamental difference between this type of vessel is horizontal loading (usually from the stern of the vessel) through a folding bow or stern, which is called a “ramp”. Star class ferries are of the ROPAX (roll-on/roll-off passenger) type, i.e. adapted to transport a large number of passengers. The photo shows the control panel for Ro-Ro equipment - ramps, hatches, doors for loading and unloading vehicles. I was surprised to learn that this ferry turns out to have a bow ramp called a visor.

16. Ship clocks with radio silence intervals on calling and distress frequencies of radiotelephone communications.

17. View of the ferry from the wheelhouse.

18. In addition to two rudders, the ferry is equipped with two thrusters with a power of 2000 kW each. This is a device designed for active control of a vessel; a working element (propeller) in a through channel passing from one side of the vessel to the other side, perpendicular to its center plane, allows to improve the controllability of the vessel at low speeds or when the main engine is stopped. For a long time, at sea, the command “starboard” meant turning the steering tiller, not the rudder. That is, in order for the Titanic to turn to the left of the iceberg, Uliam Merdek gave the command “starboard”. And just at the beginning of the last century, the transition to direct turn indication began. But, as usual in transition period, there were several disasters that occurred due to the helmsman’s misunderstanding of the commands of the pilot or watchman.

19. The ferry is also equipped with two stabilizers to calm the motion of the ferry.

20. Talisman in the wheelhouse.

21. Now let's go to the galley. As I said earlier, there can be up to 500 passengers and up to 40 crew members on board. And the ship itself is certified to carry 550 people.

22. There are only 4 cooks on the ferry. Two deal with cold dishes, and two, respectively, with hot dishes.

23. Most products are purchased in Germany, since they are significantly cheaper there than in Finland.

24. Now let’s walk along the cargo decks. The ferry has the term “Roro lanes” - this is the total length of cars that the oo can accommodate. For this ferry it is 4200 meters.

25. 276 slots for trailers and 670 meters of private cars.

26. Some of the trucks drive in and out under their own power. During travel, drivers travel as passengers. According to the old tradition, on the first evening most of them get drunk. Then they have a night and a whole day to get back to normal and get behind the wheel sober and drive on.

27. The deck is empty in just a few minutes.

28. On this deck there are mainly trucks with tractors.

29. After her release, I lower the ramp up and the private cars are unblocked. But more often than not, in order for them to leave, they still have to wait until the space on the trailers is cleared. upper deck.

30. Football field. Only floats.

31. Stern ramp. The ferry allows loading operations to be carried out simultaneously from two decks. And the width of the ramp is such that four trucks can easily leave at the same time.

32. But it is much more profitable to transport only trailers, and not tractors with drivers. Therefore, the trailer is left at the port and then transported by a special port tractor

33. Finally, private cars started driving.

34. Jewelry and very fast work.

35. That's all. Unloading has been completed and the ferry will soon set off on a new voyage.

36. Thanks to Ruslan

Along with high-speed passenger transportation on small rivers, ferry crossings. 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. Transporting passengers on ferries requires additional stringent requirements for ship stability, especially during cargo operations, when the loading of various vehicles has a great impact 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 widespread 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 intended 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 body contours and the ratio of the main dimensions provide good ride quality 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.

Rest ship devices and the systems are similar to those currently used on small ferries.

(see this next) in fortresses and field fortifications.

The article reproduces material from the Great Encyclopedic Dictionary of Brockhaus and Efron.

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. The article reproduces text from the Small Soviet Encyclopedia.

Ramp

Ramp (French appareil - entry)

  1. in military engineering there is a gentle slope with steep slopes; widely used in trenches for guns and tanks and in vehicle shelters, special attachment for loading military equipment for transportation means. In the fortresses ramps were arranged to drag guns onto elevated surfaces.
  2. 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.
  3. A device for passage (drive) to elevated parts of buildings (see ramp).
This article or section uses text from the Great Soviet Encyclopedia.

Ramp in shipping

Ramp of a landing hovercraft

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 ramps 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 ramps 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- an abbreviated name for a ramp barge in the northern regions of Russia.

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 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.