Sea ramp. Trailer boat

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

Ferry - a vessel designed to transport land vehicles, goods and passengers through waterways. The main distinguishing features of ferries from traditional dry cargo vessels are the presence of one or more decks for coasting of land vehicles (cars or trucks, trailers, tractors, etc.), between decks, ramps and ramps for loading and unloading vehicles on their own . These common features are characteristic of all rolling type ships. An additional criterion that makes it possible to class a rolling vessel as a ferry is the presence of more than 12 passenger seats on it.

Intensive operation, the need for frequent mooring in difficult conditions impose increased demands on the controllability and maneuverability of ferry vessels. Transportation by ferry passengers requires the implementation of additional stringent requirements for the stability of ships, especially during cargo operations, when loading various vehicles has a big impact on the position of the vessel.

Ferries are classified by purpose, sailing distance, number of decks, methods of mooring, location of ship devices for cargo operations, type of mover.

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

At the crossings, the pr. 792A court was widely used (Table 22).

Case material - steel grade VMStZsp, superstructures - duralumin grade D16. The recruitment system is mixed. The autonomy of navigation by fuel reserves is 27 hours. A small-sitting open boat for 50 people was designed to carry passengers at river crossings of the Northern Shipping Company. (Project 2044). One-way flight duration 30 min.

Motor ships of projects 222В, 544, 1083 and others are also used for ferrying and transporting passengers along small rivers. MAZ-200, YAZ-200, KamAZ, ZIL-150 and other brands of cars are provided for ferries. Loading and unloading of cars carried out on their own. The carrying capacity of ferries is from 40 to 1000 tons. The type of vessel is self-propelled single-deck ferries with a superstructure and MO in the aft part, ramps in the bow. The material of the hull and superstructures is steel of the grades VStZsp2 and VStZsp4. The recruitment system is mixed. Movers - propellers and water cannons.

The most modern is steam 81400, developed by the Novosibirsk branch of Sudostroenie NPO. The ferry is designed for small-scale 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 built to replace the ferries of project SP40A, which are widely used in the Lena basin. To make full use of the load capacity, the cargo deck area of \u200b\u200bProject 81400, compared to SP40A, was increased by 1.65 times due to a decrease in the length of the afterpeak and MO by 1.85 m and an extension of 5.06 m of the hull. The width of the hull is preserved, and to increase the area of \u200b\u200bthe cargo deck applied rails. The height of the board is saved according to SP40A ave. Structural changes allowed to increase the utilization of the deck from 0.366 on the ferry SP40A to 0.498 on the new ship. The passage width increased by 40% (from 3.2 to 4.5 m), limited by the distance between the vertical racks of the ramp.

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 MO in the aft part (Fig. 58). The wheelhouse is located on the superstructure. The bow of a sled-shaped vessel. Flat bow contours allow the vessel to approach the unequipped shore with small slope angles, which significantly reduced the ramp length. The stern of the vessel has tunnel formations. The adopted shape of the hull contours and the ratio of the main dimensions provide good navigability for the vessel both in the course of the load and when empty.

Case material - steel grade VStZsp4. The deck and sides along the entire length of the vessel, the bottom at the forepeak, MO and afterpeak are made according to the transverse set system, and the bottom in the middle part is made along the longitudinal. The hull is divided by impermeable bulkheads into 5 compartments.

The power plant includes 2 main engines of the brand 6CHSP12 / 14. The ship’s power source is the DGR16 / 1500 diesel generator, which provides consumers with three-phase alternating current voltage of 220 V.

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

As DRC on the ferry open GV with balance wheels.

Of interest is the design of the ramp and pile devices. The ramp device consists of a ramp pivotally attached to the transom, divided into two parts; two vertical shafts with counterweights placed in them; two hand winches and cable block wiring. On serial vessels, a hydraulic drive for raising and lowering the ramp is provided. The ramp length is 3.5 m, the width of the carriageway is 4 m. The estimated wheel load (on the car trolley) is 176 kN. Slopes of coastal slopes from 5 to 20 °. In flight, the ramp is fixed by an automatic stop placed in the stop. The ramp is raised and lowered from the wheelhouse. Anchor device of the vessel - 2 anchors of Matrosov. To raise anchors in the bow on the deck, 2 manual spiers ШР-6-11 are installed. To carry out cargo operations on a stream that constantly turns the ship around and makes it difficult to keep it perpendicular to the shore, a special pile device is provided to ensure that the ferry is held offshore at depths of up to 4 m.

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

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

Modern industry allows expanding and strengthening trade between countries, transporting and selling heavy industry products - motor vehicles, 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 of the navy are very diverse not only in their own, but also in their purpose. Even if this applies only to dry cargo vessels, here we have many different types - coal carriers, cotton carriers, railway ferries, etc. Among the goods that go from Europe to Africa, Asia and Latin America, there are a lot of mobile equipment - cars, tractor, 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 freight along with trailers.

trailer chart

The ship becomes aft or side to the berth. Gates are arranged in the stern of the vessel for loading trailers, and lapports are on the sides. Trailers on ramps are driven into the ship through the aft gate, if the ship is stern to the berth, or through the lap ports, if the ship is on board, on the main deck, and then on the inner ramps move to one of the ship’s premises or on the upper deck and are mounted with special devices. Loading or unloading trailers with a load of about 5000 tons lasts 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-rotor ship with a machine installation and a superstructure in the stern of the vessel. On this you can load about 240 trailers with cargo. However, often on trailer-type vessels, a conventional cargo device is installed - hatches, cranes and lifting arrows. This is to ensure that any general cargo can be taken on return flights. Therefore, in appearance, the vessel is almost no different from ordinary dry cargo vessels, except for the unusual shape of the stern with large gates and lap ports on the sides of the vessel. The aft 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. Lowering and raising the ramp are carried out using hydraulic drives. Of course, such a gangway, weighing about 30 tons, can only be raised and lowered using special mechanisms.

Side lapports close bicuspid waterproof steel doors with mechanical opening and closing.

The trailer, after being fed to the main deck through the aft gate or on-board lapport through internal ramps, can be towed by a tractor to one of the cargo rooms. For the passage of trailers to the upper deck, there are two ramps. The ramps are marching in a horizontal position flush with the upper deck. If necessary, the aft ends of the ramps are lowered onto the main deck using hydraulic hoists. The hoists are two cylinders (one in the other). The outer cylinder is attached to the hull, and the inner one moves freely. Blocks are fixed on the bases of the cylinders, which together with the cylinders form a kind of rigid hoists. When oil is injected into the cylinders, the inner cylinder extends, the blocks diverge and select a cable that is attached to the end of the ramp. The ramp rises.

Soft rubber is laid around the perimeter of the cutout in the deck, which the ramp compresses when ramming up. This ensures the watertightness of the closed cutout in the deck. After the gangway tightly closes the cutout in the deck, the hydraulic latches that are located under the upper deck will work. The ramp will be securely fixed and can serve as part of the deck.

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

waterproof doors with hydraulic closing

Doors open and close with special rotary hydraulic cylinders installed along the axis of the hinges of the doors, and are pulled up by roller zadraki. A trapezoidal rubber collar is laid along the contour of each door, which is crimped when the door is closed and makes the door impervious to water. The relative position of the door in the bulkhead of the lower twin deck and the ramps from the main deck to the lower deck and from the lower to the hold.

ramp

Thanks to the ramp and door system in the bulkheads, trailers, cars and other self-propelled equipment can be loaded by tractors or on their own onto the upper deck, in the upper and lower twins and in the holds, with the exception of the two bow lower twins and holds.

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

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

Of interest is the design of a heavy boom: it can be rearranged to work on other holds of the vessel. Previously there were movable heavy arrows, but the operation to rearrange these arrows from one hold to another was very laborious and lengthy - it was necessary to rearrange the arrow and re-equip the hoists. The design of the boom mounted on a trailer vessel allows moving the boom from one hold to another without any special effort - with the help of special brackets and a swivel head on the mast mast. The lopars of the topenant and the cargo pendant pass through the block system inside the mast column to the winches. Cranes are used as braces for turning the boom. Hatch covers made of metal hatches open or close for five minutes with hydraulic swivel joints located between the hatches. Hydraulic cylinders and a rod system with roller zadraki are installed on the coamings of the hatches for closing up the closures, and rubber is placed on the contour of the hatch and between the hatches to achieve watertightness. The hatch on the inner decks is made at deck level.

Originally made and mooring device. In addition to the usual bollards, bale strips and mooring cleats, two automatic mooring winches are installed on the bow and stern. With the usual mooring device on ships with rapidly changing draft during cargo operations, the crew should constantly monitor the mooring lines. This is especially important on a trailer vessel, as ramps are fed to the berth and loosening of mooring lines can lead to an accident.

Automatic mooring winches without human involvement maintain a constant tension on the mooring ends. With a decrease in draft, the winches will pick up the mooring lines, with an increase, they will pick up (lower).

As with the construction of each vessel, on the 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 branches of the fire line throughout the ship; chemical system for extinguishing fires in the engine room, cargo rooms and fuel tanks; air-foam to extinguish local fires in the engine room and the steam system - to extinguish the fire in the pantries (painting, skipper, lamp) and the auxiliary boiler department.

For a vessel on a boat deck, one lifeboat for each crew is installed on each side. One of the boats is motorized, and the second is equipped with a manual drive, with the help of which the screw of the boat is set in motion. As a backup, several inflatable rafts, which have a special device for floating, are automatically inflated with air on the same deck.

During construction, which will go in the tropics, such an important feature of the climatic conditions of this region as increased humidity should be taken into account. It is not only unpleasant to humans, but also harmful to most of the goods that are transported on ships. therefore trailer vessels   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 distress signal receivers required by international regulations, the ship has a navigation radar, direction finder, echo sounder, logs, gyrocompass, magnetic compasses, steering wheel for automatically keeping the ship on a given course, ship weather station and other navigational equipment that guarantees the safety of navigation of a modern ship.

A large number of the latest engines and mechanisms are installed in the engine room of the vessel. On average, at 120 revolutions per minute, the engine can operate both on diesel fuel and on fuel oil. Marine power plant consists of three diesel generators with a capacity of 270 kW each. In the event 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 power supply to the ship’s power plant is cut off.

In the design of the vessel, much attention is paid to the automation and mechanization of the crew of the vessel. Almost all shipboard operations are automated and mechanized to such an extent that they make the seaman's work highly qualified and reduce the number of people in these works. The operation of many mechanisms can be controlled using remote signaling from the main control post of the machine installation.

Accommodates in single and double cabins with air conditioning. There is a cabin company, a dining room, salons, a library, showers and so on. All this creates comfortable conditions for the life of sailors.

1 5 . APPARELS

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 devices of vessels with horizontal cargo handling include an external aft ramp, aft port, bow, side and internal ramps, ramps, closures (above ramps and ramps).

The ramp (from the French appareil - entry) is a composite platform designed for the entry of various cars on their own or with the help of special tractors or loaders from the shore to one of the decks of the ship and the exit ramp (outboard ramp) or with moving from deck to deck (on-board ramp ) The outboard ramp is fixed at one end (the leading section) on the vessel, and rests at the other end (end section) in the working position on the pier or shore.

Depending on the composition of the transported cargo, horizontal-loaded vessels are usually divided into three varieties: universal transport vessels, car-passenger ferries, nuclear-powered vehicles - vessels specially equipped for the transport of large shipments (in most cases, passenger 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 are outboard ramps, which provide wheeled vehicles from the shore to one of the ship's decks, onboard ramps, elevators and elevators, which are used to distribute cargo between the deck of the ship. The classification of ramps is shown in Fig. 1.

Fig. 1. Classification of ramps for horizontal cargo handling vessels

Coastal ramps provide direct communication of the vessel with the coast, which eliminates the need to install shipboard ramps. At present, they are rarely used due to the reluctance of shipowners to limit the possible lines of operation of ships.

On-board ramps are usually found on car-passenger ferries and car carriers, and on ferries they often perform at the same time the functions of a lanceport, closing the cutout on board in the stowed position. Ferries operating on relatively short lines are often equipped with two ramps located in the bow and stern. This general arrangement provides a through passage of wheeled vehicles.

It should be noted that when placing the ramp in the nose, the design of the nasal extremity is significantly complicated due to the installation of a lifting nose or nasal gate. The advantages of the feed ramp location include the ability to install a longer ramp. In addition, the ramp is relatively easier to dock with the hull structures and the hull is waterproof.

The ramps are also classified depending on their orientation relative to the ship’s surface (diametrical plane) (Fig. 3). For a long time, axial (coinciding with the DP) ramps were not used, since cargo work could only be carried out when the vessel was moored with the tip to the berth. In this regard, angular and rotary ramps were developed.

Fig. 2. Nose ramps of universal vessels: a) of the Vovchug type; b) type "Ivan Derbenev"

Fig. 3. The orientation of the ramp relative to the ship's drift: a - coinciding with the drift; b - angular; c - rotary; g - half-turn

Angular ramps are installed, as a rule, in the stern on the starboard side at an angle of 40-45 ° to the ship's landing deck. A vessel equipped with such a ramp can carry out cargo work, moored both aft and side. Swivel ramps make it possible to carry out cargo handling from any side. Structurally, angular and rotary ramps are somewhat more complicated than axial and, accordingly, have a large mass with the same dimensions. The half-turn ramp can perform both axial and angular functions.

For the distribution of goods between decks inside the vessel, on-board ramps (ramps) or various elevators and elevators are used.

IN-HAND EQUIPMENT. LIFTS AND LIFTS

The use of on-board ramps for the distribution of cargo between decks inevitably causes a loss of the effective deck area available for cargo placement. In this regard, in parallel with the commissioning of the ramps, another variant of a device of a similar purpose is developing - between-deck elevators and elevators, which occupy a much smaller volume, allow optimal use of the cargo space of the vessel. The disadvantages of the lifts include the fact that they are periodic means and cannot provide a uniform flow of goods, i.e. cargo handling performance decreases. In addition, the operation of elevators to a greater extent than onboard ramps depends on the mechanisms and structures serving them, so the reliability of elevators will be significantly lower.

Lifts with a lever-hydraulic drive of the “scissor” type (Fig. 5) are mainly used for transferring cargo from the main deck to the hold.

Fig. 5. Intra-ship hydraulic lifts:

1 - platform lift; 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) up to 0.8 m deep is required, which can

As a passenger, you can only see the passenger part, respectively. But on it there is still a lot of interesting things hiding inside and I will show it to you now.

For many years, Finnlines has been carrying out regular transportation across the Baltic Sea. One of the routes is from Helsinki to the German port of Travemunde.

I took some photos from ammo1 .

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

The lower part of the ferry is cargo decks and engine room. Superstructure - passengers, crew, bridge and support services. The length of the ferry is 219 meters, width - 30, height - 50. Draft - 7.1. The maximum speed is 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 the 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 analog control panel.

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

4. The main navigation screen. All course parameters and navigation points. As in your car navigator, only harder.

5. The ferry is equipped with four Wärtsilä 9L46D diesel engines with a capacity of 10,400 kW each. In addition, there are three additional auxiliary diesel engines with a capacity of 1300 kW. The main diesels are paired and rotate the screw through the gearbox. Accordingly, there are also two screws. At a ferry speed of 23 knots, the screws make 150 revolutions per minute. Near each gearbox you see the inscription “PORT” and “STBD” - this is the left and right side. The starboard side is called starboard side (starboard side), and the left - port side (port side). The origin of the words starboard and port is interesting. Once, ships always moored on the port side and had on the port side a special portico (doors in the bulwark) for installing the gangway and carrying out cargo operations through the gangway. The port side was originally called the larboard, from lodeboard, i.e. the loading board. On the starboard side of the aft was the steering oar (oar for steering \u003d steor). Then steorbord was re-phrased in starboard, only stars had nothing to do with it (star is a star). From the gearbox there is a power take-off to drive two generators.

6. 1 knot \u003d 1 nautical mile per hour. 1 nautical mile \u003d 1 852 meters. The prevalence of the knot as a unit of measurement is associated with the considerable convenience of its use in navigation calculations: a vessel traveling at a speed of 1 knot along the meridian passes one angular minute of geographical latitude in one hour. The origin of the name is associated with the principle of using the sector lag. The speed of the vessel was defined as the number of nodes on the line (thin cable) that passed through the hand of a person measuring in a certain time (usually 15 seconds or 1 minute). At the same time, the distance between neighboring nodes on the line and the measurement time were chosen so that this number 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 there only) 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 of ship interaction. In the photo, the screen of this system on which you can see who is next. (Apart from the classic radar, of course). You can select a ship and see its type, destination port and current settings. For example, a TIMCA freighter follows a course of 239 and a speed of 16.6 knots in Antwerp. His journey took five days and now is just his last day of travel.

9. The captain. Despite computers, eyes and binoculars remain an important element in observing the sea.

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

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

12. Shelf with flags.

13. According to current rules, there should be a pennant on board that shows what is happening with the ferry. This pennant means that diving is underway on the ferry.

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

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

16. Ship clock with intervals of radio silence at the frequencies of the call and distress of radiotelephone communications.

17. View from the wheelhouse to the ferry.

18. In addition to two rudders, the steam is equipped with two thrusters with a capacity of 2000 kW each. This device is designed for active control of the vessel; the working body (screw) in the through channel, passing from one side of the vessel to the other side, perpendicular to its diametrical 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 “right to board” meant turning the steering tiller, not the rudder pen. That is, in order to turn the Titanic to the left of the iceberg, Ulyam Merdek gave the command “right to board”. And just at the beginning of the last century, the transition to a direct indication of the turn began. But, as usual in the transition period, there were some catastrophes that occurred due to a misunderstanding by the steering teams of the pilot or the watchman.

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

20. The mascot in the wheelhouse.

21. And now we will go into 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 for 550 people.

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

23. Most products are purchased in Germany, since it is much cheaper there than in Finland.

24. And now we will go through the cargo decks. The ferry has the term “Roro lanes” - this is the total length of the cars that the oo can take. This ferry has it at 4,200 meters.

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

26. Part of the wagons drives in and out on their own. During the course, drivers travel as passengers. According to the old tradition, on the first evening most of them get drunk on black. Then they have night and all day to get back to normal and get sober behind the wheel 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 private cars unlock. But more often than not, in order for them to leave, they still have to wait until they free up space from the trailers on the upper deck.

30. Soccer field. Only swims.

31. Aft ramp. The ferry allows simultaneous loading operations from two decks. And the width of the ramp is such that four trucks easily leave at once.

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

33. Finally, private cars also drove off.

34. Jewelry and very fast work.

35. That's all. Unloading is completed and the ferry will soon leave for a new flight.

36. Thanks to Ruslan

  (see this word) in fortresses and field fortifications.

Ramp   (French)

1) a gentle earthen entrance for raising and lowering the guns into people on the embankment (ramparts) and sloping descents into the ditches of the trenches to exit them; 2) an inclined plane that serves to lift or lower goods, for example, when loading into cars. The article reproduced the text from the Small Soviet Encyclopedia.

Ramp

Apparel (French appareil - entry)

1. in military engineering a gentle descent at high speeds; it is widely used in trenches for guns and tanks and in shelters for cars, a special device for loading military equipment onto ferry facilities. In the fortresses ramps   arranged for dragging guns on elevations.
2. An inclined platform (sometimes mobile mechanized) or a flat embankment constructed for loading self-propelled machinery in a train or on a crossing facility.
3. A device for passage (passage) to the elevated parts of buildings (see. Ramp).

Shipping ramp

Hovercraft landing ramp

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

At the place of installation on board the ship ramps   can be airborne, bow and stern; by design - 1-3 sections (the middle section is called the slave); in orientation with respect to the diametrical plane - coinciding with it (longitudinal axis ramps   in the working position is in the diametrical plane of the vessel) and angular (the longitudinal axis is at an angle to the diametrical plane); rotary and half-rotary.

Ramp   - The abbreviated name of the ramp barge in the northern regions of Russia.