General Arrangement Lecture Notes - by Prof. S.C.

Misra

Draw outline of profile, upper deck, forecastle deck. If upper deck is stepped show it that
way. Forecastle deck should have a height more than 2.3m such that the required bow height
as per ILLC rules is obtained (normally takes upto 3.0 m). Longitudinally, it should extend
from forward end till the fore peak bulkhead or to the next bulkhead. The reason for a
forecastle deck are:
Minimum bow height as per ILLC (reduction of probability of deck wetness)
Forecastle deck area for anchoring and mooring equipment
Adequate volume underneath for storage and chain locker etc.
Provide additional cargo space.
Fix frame spacing (IRS):
1.3

Frame spacing

1.3.1 The normal frame spacing between aft peak and 0.2 L form F.P. may be taken as :
450 + 2L [mm] for transverse framing
550 + 2L [mm] for longitudinal framing. However, it is generally not to exceed 1000
[mm].

General Arrangement Lecture Notes - by Prof. S.C.Misra

1.3.2 Elsewhere, the frame spacing is generally not to exceed the following :
In peaks and cruiser sterns:
600 [mm] or as in 1.3.1, whichever is lesser.
-

Between collision bulkhead and 0.2L from F.P.:

700 [mm] or as in 1.3.1, whichever is lesser.

Fix collision bulkhead and aft peak bulkhead (easy to erect) and determine number of
bulkheads (IRS):
2.1

Number of bulkheads

2.1.1 The following transverse watertight bulkheads are to be fitted in all ships:
-

A collision bulkhead;
An afterpeak bulkhead;
A bulkhead at each end of the machinery space.

For ship without longitudinal bulkheads in the cargo region transverse watertight bulkheads
are to be fitted so that the total number of bulkheads is not less than that given in table 2.1.1.
Table 2.1.1. : Total no. of bulkheads
Engine Room Location
Ship length [m]
Aft*
Elsewhere
L 65
3
3
65 < L 85
4
4
85 < L 105
5
5
105 < L 115
5
6
115 < L 125
6
6
125 < L 145
6
7
145 < L 165
7
8
165 < L 190
8
9
L > 190
Specially considered
* with aftpeak bulkhead forming after boundary of machinery
Space

2.1.2. The ordinary transverse watertight bulkheads in the holds should be spaced at
reasonably uniform intervals. Where non-uniform spacing is unavoidable and the
length of a hold is unusually large, the transverse strength of the ship is to maintain by
providing additional web frames, increased framing etc.
2.1.3. Proposals to dispense with one or more of these bulkheads will be considered, subject
to suitable structural compensation, in case they interfere with the requirements of a
special trade.

General Arrangement Lecture Notes - by Prof. S.C.Misra

2.2

Position of collision bulkhead

2.2.1 For passenger ships, the position of the collision bulkhead will normally be
determined in accordance with the requirements of the International Convention for
safety of Life at Sea (SOLAAS).
2.2.2. For ships other than passenger ships, the distance X C from the forward perpendicular
to the collision bulkhead is to be between the following limits:
Xc ,min = 0.05LL- XR [m] for L < 200 [m].
=10 XR [m] for L 200 [m].
Xc, max = 0.08 LL XR [m].
For ships with ordinary bow shape;
XR = 0
For ships having any part of the underwater body extending ford of the forward
perpendicular e.g., a bulbous bow;
XR = the least of:
- G/2;
- 0.015 LL and
- 3.0 [m]
where,
G = the distance from forward perpendicular to the forward end of the protruded part [m]
LL = the load line length of the vessel [m], as per International Load line Convention (see
Ch.1)
Fix the position of engine room aft bulkhead most of the times it is the aft peak bulkhead.
Fix the position of engine room forward bulkhead.

General Arrangement Lecture Notes - by Prof. S.C.Misra

Divide the cargo space into holds by placing the remaining bulkheads. The principle of
placing the bulkheads may be based on cargo requirement:

Equal length holds

Alternate large and small holds (bulk carriers/ products tankers/ container ship (as
shown in the beginning )
A single large hold (for large cargo in a multipurpose carrier)

Decide on longitudinal bulkheads - in double hull tankers, container ships etc. Discuss why in
container ships ballast requirement and box girder.
Decide on sloped bulkheads on top and bottom wing tanks in a bulk carrier top tank slope
should be more than angle of repose of cargo normally 300. Bottom tank slope is normally
450. Discuss why sloping bulkheads are provided in bulk carriers.
The longitudinal and sloped bulkheads have a good relationship with cargo and ballast
capacity; so this requires to be checked.
Decide on double bottom height which should be more than centre girder height d as given
below (IRS):
d = 250 +20 B + 50 T
where d is in mm and B and T are in m. The tank capacity below db should be adequate.
Decide on height of tween deck(s). Ships carrying packaged cargo, such as multipurpose
ships, non-standard cargo sizes such as refer cargo or some other cargoes such as cars etc.,
require large floor space. So, to provide more deck area, a number of tween decks are to be
provided. The height of each tween deck should be adequate for the maximum height of
cargo in that deck space. This is not required for volume based cargo such as tankers and bulk
carriers. In container ships, the top of a container serves as the floor for the next higher
container. So container ships do not require tween decks.
Hatch openings and hatch covers.

General Arrangement Lecture Notes - by Prof. S.C.Misra

Ballast Tank capacities and tank distribution.
Balast water is required for empty voyage to have proper sinkage, trim and stability.
Excessive ballast capacity is bad since it is expensive and takes up useful space. Ballast
capacity should be such that full propeller immersion is obtained at the aft end and forward
draught is not too low to avoid the harmful effects of slamming. To avoid excess scantling
IRS recommends a minimum forward draught of 0.04LBP (=TF).
For
0.025 LBP TF 0.04 LBP , the ford scantlings are to be increased. For a T F < 0.025 LBP, direct
calculations are to be submitted for approval.
Approximately in a ballast voyage, displacement is 0.5 of fully loaded displacement which is
about 0.55 of full draught.
Ballast distribution should be such that excessive hogging moment is avoided in this
condition. Segregate the B.W. tank from any other liquid tank.
The following points may be considered while making tank arrangements:
1.
2.
3.

4.
5.

No access is required except for cleaning and maintenance. Minimum two manholes
are to be provided on top preferably at diagonal corners.
Tanks and pipes carrying a particular type of liquid must be segregated from those
carrying another type of liquid.
FW tank should not have any tank adjacent to itself. So an FW tank and any other
tank must be separated by a cofferdam. For the same reason, FW tanks cannot be
placed below LWL.
Since total liquid carried relatively low, the tanks may conveniently be situated in the
lower portions to increase transverse stability.
To simplify piping arrangements
FW tanks should be near E.R. as well as accommodation
D.O. & H. F. O. tanks should be near the E.R. for reducing piping length. D. O. can
conveniently be stored in E.R. double bottom.
B.W. tanks should be well distributed all over the length and breadth of ship to help
stability and trim requirements. Pipes should not run inside tanks carrying another
liquid, i.e. FO pipe should not run in B.W. tank.
Consumable tanks (HFO, D.O. & F.W.) should be so located that their consumption
does not cause unnecessary adverse trim.
They should not cause unduly adverse free surface effects. So these tanks should be
divided into smaller tanks with reduced breath. Too many small tanks, however, will
make complicated piping system.
B.W. tanks are either fully pressed or empty.
B.W. tanks should be distributed all over the length of ship with sufficient capacity in
the peak tanks to adjust for required trim and stability.
Tanks should be distributed symmetrically about C. L. so that advice heel effects are
not felt. If there is any such effect (damage stability) cross-connection between port
and starboard tanks may be provided.

General Arrangement Lecture Notes - by Prof. S.C.Misra

6.

The boundaries of d.b. tanks, deep tanks etc. should be designed to withstand
hydrostatic pressure.

7.

The tank distribution should not adversely affect the longitudinal strength of hull
girder.

ACCOMODATION PHILOSOPHY
Consideration for accommodation layout in merchant ships:
Privacy
Individual
Group
Privacy is status based
[ bed rooms, living rooms, lobby etc.]
Facilities
Space per person
Galley, pantry and dining spaces
Toilet and WC (attached or common)
Recreation
Facilities and fittings as per status
Services
Laundry and drying room
Linen stores
Lockers
Deck stores etc.
Provision and stores
Cold provision stores [diary, meat and vegetables]
Duty mess
Change room and wash space
Habitability
Control of interior environment
Ventilation
Air conditioning
Acoustic
Vibration
Aesthetic
Safety
Construction
Fire zones
Passages and staircases
LSA arrangement
FFA arrangement
Fire alarms

General Arrangement Lecture Notes - by Prof. S.C.Misra

Production, operation and Maintenance aspects
Room size standardization
Fittings and furnishing standardisation
Simple and easy to maintain
Long term habitability
Comparative Manning Levels in Indian and Foreign Flag Vessels (1990)
INDIAN FLAG VESSEL WITH INDIAN MANNING FOREIGN FLAG VESSEL WITH INDIAN MANNING
OFFICERS
Master
Chief Officer
Second Officer
Third Officer
Radio Officer
Chief Engineer
Second Engineer
Third Engineer
Fourth Engineer
Fifth Engineer
Electrical Officer
Nautical Cadet
Sub Total + Cadet
PETTY OFFICERS
Catering Officer
Petty Officer
Maintenance Fitter
Assistant Fitter
Wireman
Sub Total
CREW
DECK
Deck Serang
Seaman/Helmsmen
Seaman -1
Seaman -2
Deck Utility Hand
Crew Cook

OFFICERS
1
1
1
1
1
1
1
1
1
1

1
1
1
1
1
1
1
1
1
1

1
1
12

Sub Total

10
PETTY OFFICERS

NIL

1
1
1
1
1
5

1
3
4
3
1
1

Sub Total

13

ENGINE ROOM
Engine Serang
Donkey Greasers
Engine Room Ratings
Sub Total

CATERING
Chief Cook/Baker
Second Cook
Pantryman
General Stewards
Saloon Utility Hand
Sub Total
TOTAL CREW
TOTAL (OFFICERS
+ P.O.S + CREW)

Master
Chief Officer
Second Officer
Third Officer
Radio Officer
Chief Engineer
Second Engineer
Third Engineer
Fourth Engineer
Electrical Officer

CREW
GENERAL PURPOSE
Bosun
AB/GP -1
ORD SN/GP -2
Motorman/GP -1
Wiper/GP -2
General Cook
Crew Cook
Messman /GP -2
Sub Total
14

1
3
7

1
1
1
4
1
8
28
45

TOTAL CREW
TOTAL (OFFICERS
+ CREW)

14
24

1
3
2
3
1
1
1
2

General Arrangement Lecture Notes - by Prof. S.C.Misra

Additional for Tankers

Pumpman
Asst. Pumpman
Total For Tankers
Ref.:

Additional for Tankers

Fitter
Pumpman
Total For Tankers

1
1
47

1
1
26

INDIAN SHIPPING, Vol. 45, Nos. 1-2

Manning of Typical Medium size Cargo Vessels in India (2005)

Complement
Senior Officers
Captain
Ch. Officer

1
1

Ch. Engineer
2nd Engineer

1
1

Officers
2nd Officer
3rd Officer

1
1

3nd Engineer
4th Engineer

1
1

Owner
Pilot

1
1

Petty officers
Crew
Total complement

4
10
24

Depending on Cargo and Ship type, specialist crew and officers may be added.

Norms of Accommodation
Crew:
Max 4 persons / room or
10m2 / person
Toilet: at least 1 for 8 person
or attached

2.8m2 / person
Single room not including toilet
(Common)

Officers:
14m2 and attached toilet and WC
CE & Captain :
37m2 and attached toilet and WC
Clear head room in all accommodation rooms: 191 cm.
Hospital: required in ships having crew > 128 & voyage >3 days with
at least 1 berth for every 12 persons

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