Let's understand the meaning of the term "ramp". Sailors probably know what this device is. The military also encountered this concept. Perhaps not everything, but engineering department specialists should know exactly what it is.

Definition

The word of French origin appareil can be translated as "device" or "apparatus". In another meaning it is “entry”. Another interpretation - appareiller can be translated as “selection”, “arrangement”, “position nearby” (in order of something to something, for example, bricks when laying in construction).

So, the ramp - what is this entry device located nearby? In the traditional sense, it is an inclined platform without steps between two levels (ground - vehicle), used as an auxiliary device for moving goods. The concept is most used in shipping: on ships, ferries, crossings. Vehicles are equipped with lifting structures (ladders), usually with fences, for the convenience of organized movement of people, rolling loads, animals and other things.

In warfare, ramps are used to lift heavy guns and non-self-propelled equipment to the heights of a fortified or bastion. Military equipment and cargo are lowered down to the ground along them, if necessary, for redeployment. If necessary, the ramp principle is used to move equipment into trenches or other depressions.

Peculiarities

So, the ramp - what kind of device is it from a design point of view? On ships and ferries, cargo is usually supplied from the stern or sides. Each floating craft has its own dimensions. To be able to quickly load, the vessel is equipped with ramps. This is a kind of convenient ladder with guards on the sides, which can be quickly lowered in a suitable place and organize loading work.

For heavy-duty ships, such devices consist of several collapsible sections and are raised upward. During transportation, the ramp occupies a vertical position and limits the stern opening. When lowered, the structure forms an inclined platform (the road from the ship to the pier), fenced on the sides. May have a linear or angular arrangement. This feature makes it possible to save berth space or carry out work from on board the vehicle.

In fortifications, ramps for installation military equipment can be prefabricated or bulk. If soil is used, then on the approaches to the line it is laid so as to create a slope suitable for moving the guns to position. The surface must be able to support the required weight.

Ramp and ramp - types of ramp?

These devices use the general principle of moving something along an inclined plane from one level to another. They are used for ascent or descent. But in civil engineering and architecture, where the main role is given to the movement of people, the definition of “ramp” is used. An inclined platform is equipped at the entrances of houses, entrances and exits of buildings and structures. It is usually installed permanently with the ability to be used permanently or as needed.

Ramp is more of an industrial term. This is also an inclined platform, but intended mainly for moving goods. May be permanent or temporary. Depending on the purpose, it is designed with different load capacities: to withstand the weight of a fifty-kilogram trolley or a multi-ton tractor with a trailer.

In some countries, object catching is used? On highways in mountainous areas, a side branch of the road with a slope is installed. The surface of such a site is loose. It can stop a truck with faulty brakes or a car that has lost control. Installation of objects of this type, as well as installation of ramps, is carried out in accordance with technical documentation, with the requirements of standards and safety regulations.

Trademark

The development of entrepreneurship gives impetus to the formation of new firms. The name, which is pleasant to the ear, also helps to stand out among many others. The Apparel brand sounds decent.

Names consonant with this can be found in many countries. So the Ukrainian enterprise for the production of furniture fabrics began to be called Apparel. This company is developing, but has already managed to gain authority in the regional market. Ramp fabrics can be found on furniture from many manufacturers. The products meet modern requirements. It can successfully compete with fabrics from leading manufacturers. Even a very demanding client will be able to find the ideal upholstery option among the many collections.

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.

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

Today, the merchant fleet of any maritime power has received a powerful, high-speed ocean freight liner of a new type, built with the latest technology - trailer ship. What caused the appearance of this type of vessel?

Modern industry makes it possible to expand and strengthen trade between countries, transport and sell heavy industrial products - cars, transport, agricultural and construction equipment, etc. The most economical and in most cases the only mode of transport for foreign trade to some countries is sea transport.

Vessels navy very diverse not only in their meaning, but also in their purpose. Even if this applies only to dry cargo ships, here too we have many different types - carbon carriers, cotton carriers, railway ferries, etc. Among the cargo that goes from Europe to countries in Africa, Asia and Latin America, a lot of mobile equipment - cars, tractors, agricultural and construction equipment. It was for the transportation of such equipment that a new trailer was created.

This type of vessel owes its name to the English automobile semi-trailer - trailer and is intended for sea cargo along with trailers.

trailer boat diagram

The ship approaches the pier stern or broadside. For loading trailers, there are gates at the stern of the vessel, and ports on the sides. Trailers on ramps roll onto the ship through the stern gate, if the ship is stern to the berth, or through the lapports, if the ship is sideways, onto the main deck, and then move along internal ramps to one of the ship’s rooms or to upper deck and are secured with special devices. Loading or unloading trailers with a cargo of about 5,000 tons takes only 8-10 hours, while loading the same amount of cargo in the usual way will take about four days.

Typically, a trailer vessel is a three-deck, single-screw motor ship with a machinery installation and superstructure at the stern of the vessel. This can load about 240 trailers with cargo. However, trailer-type vessels often have conventional load device- hatches, cranes and lifting booms. This is done so that it can accept any general cargo on return flights. Therefore, according to appearance the ship is almost no different from ordinary dry cargo ships, except for the unusual shape of the stern with large gates and lap ports on the sides of the ship. The stern gate is closed by a ramp, which, lowering its upper end onto the pier, serves as a bridge for loading equipment, and when closed, it is part of the side. The ramp is lowered and raised using hydraulic drives. Of course, such a gangway, weighing about 30 tons, can only be raised and lowered using special mechanisms.

The side hatches are closed by double-leaf watertight steel doors with mechanical opening and closing.

The trailer, after being delivered to the main deck through the stern gate or side gate along the internal ramps, can be towed by a tractor to one of the cargo spaces. There are two ramps for the passage of trailers to the upper deck. The ramps are stowed in a horizontal position flush with the upper deck. If necessary, the aft ends of the ramps are lowered to the main deck using hydraulic hoists. The hoists are two cylinders (one inside the other). The outer cylinder is attached to the ship's hull, and the inner one moves freely. Blocks are fixed to the bases of the cylinders, which together with the cylinders form a kind of rigid hoist. When oil is pumped into the cylinders, the inner cylinder extends, the blocks move apart and a cable is selected, which is attached to the end of the ramp. At the same time, the ramp rises.

Along the perimeter of the cutout in the deck there is soft rubber, which the ramp compresses when closed. This ensures that the closed cutout in the deck is watertight. Once the gangplank tightly closes the cutout in the deck, the hydraulic latches, which are located under the upper deck, are activated. The ramp will be securely attached and can serve as part of the deck.

When loading transport equipment onto the lower deck or into the hold from the main deck to the lower deck, the bow end of the ramp located on the port side is lowered. In the watertight bulkheads on the lower deck, watertight steel doors measuring 3.6 by 4.0 m and weighing up to 3 tons are installed for the passage of equipment.

watertight doors with hydraulic closing

The doors are opened and closed by special rotary hydraulic cylinders installed along the axis of the door hinges, and are secured with roller latches. Along the contour of each door there is a trapezoidal rubber collar, which, when the door is closed, is compressed and makes the door impenetrable to water. The relative position of the door in the lower tween-deck bulkhead and the ramps from the main deck to the lower one and from the lower one to the hold.

ramp

Thanks to the system of ramps and doors in the bulkheads, trailers, cars and other self-propelled equipment can be loaded by tractors or under their own power onto the upper deck, into the upper and lower tween-decks and into the holds, with the exception of the two bow lower tween-decks and holds.

Control panels for door and ramp mechanisms are located near these devices. But in case of danger (fire or flooding of the premises), doors and ramps can be raised or closed from the wheelhouse. A special remote control in the wheelhouse shows the position of the door or ramp.

For the transportation of general cargo, the vessel is equipped with hatches, electric cranes with a lifting capacity of 3.5 and 10 tons and a 60-ton heavy boom.

The device of the heavy boom is of interest: it can be rearranged to work in other holds of the ship. There were also adjustable heavy booms before, but the operation of moving these booms from one hold to another was very labor-intensive and time-consuming - it was necessary to rearrange the boom and re-equip the hoists. The design of the boom installed on a trailer vessel allows the boom to be moved from one hold to another without much difficulty - with the help of special brackets and a rotating head at the foot of the mast. The slides of the topper and cargo pendant pass through a system of blocks inside the mast column to the winches. Cranes are used as guys to rotate the boom. Hatch covers, made of metal hatches, are opened or closed within five minutes by hydraulic rotary hinges located between the hatches. To seal the covers, hydraulic cylinders and a system of rods with roller seals are installed on the hatch coamings, and rubber is laid along the contour of the hatch and between the hatches to achieve watertightness. The hatch closure on the internal decks is made at deck level.

The mooring device is also original. In addition to the usual bollards, bales and mooring fairleads, two automatic mooring winches are installed at the bow and stern. With conventional mooring arrangements on vessels with rapidly changing drafts, the ship's crew must constantly monitor the mooring lines during cargo operations. This is especially important on a trailer vessel, since there are ramps on the berth and loosening the mooring lines can lead to an accident.

Automatic mooring winches maintain constant tension on the mooring lines without human intervention. As the draft decreases, the winches will pick up the mooring lines, and as the draft increases, they will lower (lower).

As with the construction of any vessel, on a trailer vessel much attention is paid to the safety of the crew and the vessel itself.

The ship has powerful fire fighting systems - a conventional water system with three electric pumps with a total capacity of 236 tons per hour and fire pipeline branches throughout the ship; chemical system for extinguishing fires in the engine and boiler room, cargo spaces and fuel tanks; an air-foam system for extinguishing local fires in the engine and boiler room and a steam system for extinguishing fires in storerooms (painting, skipper's, lantern) and the auxiliary boiler department.

For the ship, one lifeboat for the entire crew is installed on the boat deck, on each side. One of the boats is a motor boat, and the second is equipped with a manual drive, with the help of which the boat’s propeller is driven. As a backup facility, several inflatable rafts are placed on the same deck, which have a special device for ascent and are automatically inflated with air.

When building vehicles that will be used in the tropics, this important feature must be taken into account climatic conditions this area as high humidity. It is not only unpleasant to humans, but also harmful to most of the goods transported on ships. That's why trailer ships equipped with an air drying system, with which the holds are ventilated.

For navigation safety, in addition to navigation and signal lights, automatic transmitters and receivers of distress signals required international rules, the vessel is equipped with a navigation radar station, radio direction finder, echo sounder, logs, gyrocompass, magnetic compasses, autopilot for automatically keeping the vessel on a given course, ship weather station and other navigation equipment that guarantees the safe navigation of a modern vessel.

A large number of the latest engines and mechanisms are installed in the engine room of the vessel. At an average of 120 rpm, the engine can run on both diesel fuel and fuel oil. The ship's power plant consists of three diesel generators with a capacity of 270 kW each. In case of an accident and flooding of the engine room, an emergency diesel generator is installed on the upper deck, which turns on automatically as soon as the supply of electricity from the ship's power plant is interrupted.

When designing the vessel, much attention was paid to automation and mechanization of the work of the vessel's crew. Almost all shipboard work is automated and mechanized to such an extent that it makes the seafarer's work highly skilled and reduces the number of people in these jobs. The operation of many mechanisms can be controlled using a remote alarm from the main machine control station.

Accommodation is in single and double cabins with air conditioning. The ship has a wardroom, a dining room, lounges, a library, showers, and so on. All this creates comfortable living conditions for sailors.

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.

On universal transport vessels with horizontal cargo handling, outboard ramps are mainly used at one of the ends. They consist of two or three sections, hingedly connected to one another and to the ship’s hull (Fig. 2). The required length in most designs is provided by the leading and intermediate sections. The support section is provided to more evenly distribute the load on the berthing structures.

Bow ramps are installed on ships (Fig. 3) designed for lines on which mainly cargo operations are carried out near an unequipped shore. A boat with a bow ramp can move closer to shore by trimming aft with appropriate ballasting. On ships with a stern ramp, such a maneuver is impossible due to the risk of damage to the rudder complex.

Rice. 2. 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.

Rice. 2. Bow ramps of universal vessels: a) “Vovchug” type; b) type “Ivan Derbenev”

Rice. 3. Orientation of the ramp relative to the vessel's DP: a – coinciding with the DP; b – angular; c – rotary; g – semi-rotary

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.

The simplest onboard ramp is a rectilinear flat structure, permanently fixed between two decks (Fig. 4). The permissible angle of inclination to the horizontal plane is determined by the characteristics of wheeled vehicles and varies within the range of 6.3-11.3. In order to reduce the length, the ramp is made straight only in the middle part, and the angle of inclination in this section is made maximum permissible. The sections of the ramp adjacent to the decks are made curved (Fig. 4 b)).

Cable and chain drives can be used on on-board ramps, but hydraulic drives are most often used.

Rice. 4. 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 cargo space of the vessel. 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 onboard 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.

Rice. 5. Inboard lifts with lever-hydraulic drive:

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

equipped with a second bottom floor without compromising the overall height of the room.

To transfer cargo between decks, in tween decks and on the upper deck, lifts with a cable or chain drive are used (Fig. 6). In both designs, the platform, suspended on flexible links, has some range of movement. To eliminate movements in the horizontal plane, guides are used, usually located on the longitudinal edges of the platform.

Rice. 6. Elevator with cable drive: 1 – elevator platform; 2 – lifting winch; 3 – lower guide pulleys; 4 – stand; 5 – upper guide pulley

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 indicated 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.