Unit 3
GA plan
A general arrangement plan (GA plan) is a drawing that shows the
layout of a ship, including the arrangement of its equipment,
machinery, systems, and spaces.
It is displayed prominently in an accommodation alleyway. It has plan &
profile view of the ship showing the arrangement of tanks, holds &
important structures on board. Principal particulars of the ship like LOA,
LBP, summer draft, Depth, beam, DWT, etc. are given. On the plan
views of all accommodation and engine room decks, their detailed
arrangement is shown.
A General Arrangement plan shows
Profile or side view.
Plan views: Views of the ship at the main deck level and other decks till
the D.B. tank top level.
Operational information: Ship’s length overall, cargo, water, and fuel
capacity.
Cross sectional views.
1. Number of Hatches and cargo compartments on the ship.
2. Location of double bottom tanks, topside tanks, peak tanks,
Cofferdams.
3. Number and location of fuel oil tanks.
4. Location of various decks, engine room, saloon and all other store
rooms etc.
5. Salient features of the cargo gear.
6. Location of emergency steering gear, generator, fire pump.
7. Location of Crew and Master’s accommodation.
8. Location of Bridge, chart room, Monkey Island.
Capacity plan
This drawing gives volumetric capacities of all cargo spaces, ballast
tanks, fuel & fresh water tanks. It shows load line details & has a
deadweight scale. This plan is also displayed prominently in an
accommodation alleyway.
A capacity plan shows
Gross tonnage, net tonnage.
Deadweight capacity on winter, summer and tropical loadline.
Deadweight and displacement scale on varying draught.
Measurements of winter, summer, tropical and fresh water load lines
and the position of the deck line.
Grain and bale capacity of all cargo spaces.
Capacity of double bottom tanks, peak tanks, deep tanks and fuel tanks.
Capacity of all stores and refrigerating chambers.
LIFE SAVING APPLIANCES PLAN
A Copy of the LSA plan is always displayed in conspicuous locations
accessible and frequented by the ship’s crew.
This plan will familiarize the seaman with the location of various Life
Saving Appliances on board.
Information available on LSA plan will be as follows:
Quantity and Location of Life Boats, Life Rafts indicating their carrying
capacity.
Quantity and location of Life Buoys and their attachments
Quantity and location of Adult and child size life jackets.
Location of SART AND EPIRB
Location and quantity of thermal protective suits.
Location of blankets, stretcher and first aid box.
Location of rescue boat
Quantity and location of hand flares and distress rockets
Quantity and location of Line throwing apparatus.
Fire Fighting Appliances (FFA) plan
This plan gives type, number and location of fixed fire extinguishing
system (e.g. CO2) and portable fire-fighting appliances.
Location of fire doors, dampers and emergency exits are marked. New
regulations require use of coloured symbols & a key is provided
explaining the meaning of the symbol.
Fire alarms, appliances, escape route, Switches etc.
It also shows various fire alarm systems, sprinkler installation,
extinguishing appliances, means of escape and ventilation system.
The position of various dampers, their marking, and which fan is for
particular compartment or deck is also explained so that required
damper and fans can be closed in case of fire.
In addition to the display in accommodation alleyway, copies of the FFA
plan are provided at the gangways and accommodation entrances with
the latest crew list.
Pumping And Piping Arrangement plan
This consist of two main parts, Engine room arrangements and Deck
arrangements including accommodation & cargo. These set of drawings
cover all systems on board like ballast system, cargo system, fresh
water, fuel oil, lubricating oil, sanitary system, etc. The arrangement of
various pumps, valves, suctions, outlets, etc. is shown with the help of
symbols. The capacities &types of pumps, diameter of pipes and types
of valves are some of the details to be found in these drawings.
Shell Expansion Plan
This is a ship's plan giving details of Shell plating. It is a two dimensional
drawing of a three dimensional surface of the ship's hull form.
It is a drawing that shows the shell plating of a ship, including the size,
shape, and weight of the plates, as well as their connections. It also
shows the seams and butts, thickness, and associated welding of all
plates and framing.
The plates are numbered and strakes are lettered.
Each section of the plate placed in fore and aft direction is called a
“strake”.
So in the above example, we have A-Strake, B-Strake and so on.
If we want to be more specific, we can say that we have starboard A-
Strake, starboard B-strake and so on. Similar naming will be on the port
side.
For the bottom shell plating, similar numbering is done for the plates
forming it. For the bottom shell plating
Plates are given a letter starting with “A” to the plate adjacent to
the keel plate.
Plates and given a number starting from the aft
So the plate adjacent to the keel plate will have an identification of A1,
A2 and so on starting with A1 from the after most plate.
Steel Sections
A range of steel sections are rolled hot from the ingots. The more
common types associated with shipbuilding are shown in the figure.
Various rolled and built sections are used in ship construction. The type
of section used depends on the degree of strength required. Built
sections are used when a greater degree of strength is required than
that obtained from rolled sections.
Flat plate: A small partial deck (built level) without curvature.
Offset bulb plate: They are of the following types:
Bulb Angle: An angle shape, which is reinforced at one toe.
Bulb Plate: A narrow plate reinforced on one edge.
Bulb Tee: A Tee bar with toe of web reinforced.
Equal angle: L-shaped strength members where both sides of the L are
of equal length.
Frame
Frames run vertically from the tank margin to the upper deck and
support the side shell. They are in form of bulb plates and are
numbered from aft to forward.
Floor
It is the lower portion of a transverse frame, usually a vertical plate
extending from center line to bilge, and from inner to outer bottom.
Transverse frames
They are the Ribs forming the skeleton of a ship.
They could be continuous, combining side frames and floors. They are
located inside a ship, above and connecting to margin plate or floor
plates. Frame spacing is the fore and aft distance between adjacent
frames. A web frame is a heavy side or continuous frame, made with
web plate for extra
stiffness.
Beam
Beams run transversely
and support decks by
transmitting the loads to girders and frames. They are bracketed to the
frames by the means of beam knees.
A beam is a structural element that increases load bearing capability
and avoid bending of the structure.
Beams can be categorized by many types but from point of ship
construction, we need to categorize it through cross sectional shape.
For example, there are L-Shaped beams C shaped beams and I-shaped
beams.
Knees
These are
used to
connect
beams to
frames. There
are various
types, but for
connecting
frames to
ordinary
transverse
beams, the 'plate bracket knee' is most commonly used. Welded plate
bracket knees are not very efficient because they have fairly large stress
concentrations at their corners but they are cheap and easy to fit and
are strong enough for ordinary purposes
Brackets
A triangular plate used to connect rigidly two or more parts, such as a
deck beam to a frame, a frame to a margin plate, etc.
Shell plating
(Bottom and side shell plating) is formed by longitudinal strips known
as strakes. It is the exterior of the vessel at the sides & bottom and
envelopes the internal structures.
Deck
The deck forms a cover over the cargo, accommodation and machinery
space. The deck plating carries a large portion of the longitudinal
bending stresses. Deck plating is a plate. It is steel plate that forms the
main deck of the ship. As per the location, we can give a more specific
name to the deck plating. For example accommodation deck plating or
main deck plating.
Tank top
It is the plating over the double bottom. It is also known as the hold
bottom on bulk carriers and tank bottom on tankers.
Stringer
A fore and aft member used to give longitudinal strength. Depending
on location, these are called hold stringers, bilge stringers, side
stringers, etc. A stringer deck is the strake of deck plating which contact
the shell. A stringer plate is a deck plate at the outboard edge of deck
connected to the shell of a ship with an angle or a welded joint
Bulkhead
Vertical boundary of any space or compartment on board a ship is
called a bulkhead. They may be transverse or longitudinal. They
compensate for racking, water pressure, dry docking and heavyweight
stresses. They also combat hogging, sagging and shear forces. The
forward most transverse water tight is called the collision bulkhead and
it forms the aft boundary of the forepeak tank.
Bulkheads are supported & strengthened by stiffeners.
Pillars
It is a vertical member or column which provides support to a deck
girder. Found extensively in general cargo vessels for upper and
intermediate deck support. They compensate for stresses caused by
heavy weights, racking, dry docking and water pressure stresses.
Coaming
Hatches are surrounded by means of coamings which are stiffened.
Coaming provides additional strength, safety for personnel working
around hatches &means of supporting the hatch covers.
Bulwark
It is a vertical partition corresponding to the wall of a room, extending
either athwardship or fore and aft. A steel partition in a ship, it
performs the duties of a railing and acts as a strength member.
Hatch girder and Beams
Hatch side girders are fitted on the sides of hatch openings.
Half hatch beams are attached to the side girders as required.
The intersection of hatch end beams and hatch side girders are also
further strengthened by fitting of gusset plate. (See figure).
Deck corners
Moulded deck line, rounded sheer strake, sheer strake and stringer
strake are shown in the Fig
Uppermost line of plating in the side shell is the sheer strake. It is 10 to
20 % thicker than the remaining side shell plating and is connected to
the deck stringer. Connection is made either by a welded T-joint or by a
rounded sheer strake. This connection compensates for hogging,
sagging, bending forces and stresses incurred from heavy loading on
freeboard deck.
The deck edge attachment of a sheer strake and stringer plate in ship
construction involves the assembly of critical structural components
along the uppermost edge of the ship's deck, contributing to its
strength and rigidity. The sheer strake is a plate that runs along the
ship's side, slightly below the main deck, and serves as a key structural
element. The stringer plate is a plate that connects to the sheer strake,
reinforcing the sheer strake and connecting it to the ship's deck plating.
The attachment of these components is crucial for distributing the
forces and stresses encountered during the vessel's operation. It
ensures the structural integrity of the ship's deck edge, which is vital for
withstanding the dynamic loads and forces at sea, including waves and
cargo weight. Properly executed deck edge attachment of the sheer
strake and stringer plate is essential for the overall safety and
performance of the vessel.
A radiused sheer strake and its attached structure in ship construction
present a streamlined and aesthetically pleasing design that contributes
to the vessel's overall functionality. The radiused sheer strake is a
curved horizontal plate that extends along the upper edge of the ship's
side, creating a visually appealing curve from the bow to the stern. This
design not only enhances the ship's aesthetics but also serves structural
and hydrodynamic purposes. The stringers provide reinforcement and
support to the curved sheer strake, ensuring its structural integrity and
stability. The radiused sheer strake design is often favoured in modern
shipbuilding for its improved hydrodynamics, which can reduce
resistance and improve fuel efficiency. It combines both functional and
aesthetic elements, making it a notable feature in contemporary vessel
design.
Double Bottom Tanks:
A double bottom is a ship hull design and construction method where
the bottom of the ship has two complete layers of watertight hull
surface: one outer layer forming the normal hull of the ship and a
second inner hull which is somewhat higher in the ship. This forms a
barrier to seawater in case the outer hull is damaged and leaks.
The space in between the two bottoms is often used as storage tanks
for fresh water or ballast water. Fuel storage in the double bottom is
not allowed.
Double bottoms are significantly safer than single bottoms. In case of
grounding or other underwater damage, most of the time the damage
is limited to flooding the bottom compartment and the main occupied
areas of the ship remain intact.
A double bottom also conveniently forms a stiff and strong girder or
beam structure with the two hull plating layers as upper and lower
plates for a composite beam. This greatly strengthens the hull.
Some of the advantages of double bottom in ships are:
Provide protection to hull in case of grounding
Provide great longitudinal strength
Can be used as tanks to carry ballast water or fresh water.
Helps to prevent pollution in case of liquid cargo (like oil in tankers)
Helps to maintain stability of ship
The tank top acts as a platform for machinery and cargo.
Double bottoms may be framed longitudinally or transversely, but
where the ship's length exceeds 120 m it is considered desirable to
adopt longitudinal framing.
TRANSVERSELY FRAMED DOUBLE BOTTOM
If the double bottom is transversely framed, then transverse solid plate
floors, and bracket floors with transverse frames, provide the principal
support for the inner bottom and bottom shell plating.
Solid plate floors are fitted at every frame space in the engine room and
in the pounding region.
Where a ship is regularly discharged by grabs, solid plate floors are also
fitted at each frame.
Elsewhere the solid plate floors may be spaced up to 3.0 m apart, with
bracket floors at frame spaces between the solid floors.
Vertical stiffeners usually will be attached to the solid plate floors,
which are further strengthened if they form a watertight or oil tight
tank boundary.
Tank top SOLID FLOOR
Tank top (inner bottom) BRACKET FLOOR
Transversely framed double bottom construction
LONGITUDINALLY FRAMED DOUBLE BOTTOM
In a longitudinally framed double bottom, solid plate floors are fitted at
every frame space under the main engines, and at alternate frames
outboard of the engine seating. They are also fitted under boiler seats
and transverse bulkheads.
One intercostal side girder is fitted port and starboard if the ship's
breadth exceeds 14 m, and where the breadth exceeds 21m two are
fitted port and starboard. These side girders always extend as far
forward and aft as possible. Additional side girders are provided in the
engine room, and under the main machinery, and they should run the
full length of the engine room, extending three frame spaces beyond
this space.
In the pounding region there will also be additional intercostal side
girders.
Longitudinally framed double bottom construction
ADDITIONAL STIFFENING IN THE POUNDING REGION
If the minimum designed draft forward in any ballast or part loaded
condition is less than 4.5 per cent of the ship's length then the bottom
structure for 30 per cent of the ship's length forward in sea-going ships
exceeding 65 m in length is to be additionally strengthened for
pounding.
Where the double bottom is transversely framed, solid plate floors are
fitted at every frame space in the pounding region.
If the double bottom is longitudinally framed in the pounding region,
where the minimum designed draft forward may be less than 4 per cent
of the ship's length, solid plate floors are fitted at alternate frame
spaces.
Greater slamming forces (i.e. pounding) are experienced when the ship
is in the lighter ballast condition, and is long and slender, by reason of
the increased submersion of the bow in heavy weather with impact
also on the bow flare.
Where a ship is classed for the carriage of heavy or ore cargo
longitudinal framing is adopted for the double bottom. A closer spacing
of solid plate floors is required, the maximum spacing being 2.5 m, and
also additional intercostal side girders are provided, the spacing not
exceeding 3.7 m.
Testing of DB tanks
Each tank is tested on completion with a head of water representing
the maximum pressure head which may be experienced in service, i.e.
to the top of the air pipe.
Any suspect joints are then subjected to a soapy liquid solution test.
Water head structural tests will be carried out on tanks selected by the
surveyor.
Unit 3.7
Sounding pipes, Air pipes and Ventilators
Sounding pipes are provided to all tanks, and compartments so that
soundings are taken in the vicinity of the suctions, i.e. at the lowest
point of the tank.
Each sounding pipe is made as straight as possible and is led above the
bulkhead deck, except in some machinery spaces where this might not
be practicable.
A minimum bore of 32 mm is in general required for sounding pipes;
but where they pass through refrigeration spaces, to allow for icing, a
minimum bore of 65 mm is required where the temperature is at 0 °C
or less.
Underneath the sounding pipe a striker plate is provided where the
sounding rod drops in the bilge well, etc.
Purpose of “STRIKER PLATE” is to prevent damage to the bottom shell
plating.
Sometimes a slotted sounding pipe is fitted to indicate the depth of
liquid present, and the closed end must be substantial to allow for the
sounding rod striking it regularly.
Self-closing sounding pipes are used on tanks to prevent fuel vapours
from escaping into the atmosphere.
To know the level, a tape called “sounding tape” is lowered in the tank
through the sounding pipe from deck.
Once the end has reached the bottom, it is pulled out. Liquid level will
mark the tape and same is measured on scale of the tape.
This reading is referred to tank calibration tables to find volume of
liquid in the tank.
Sounding of the tank means height of liquid level from the BOTTOM of
the tank.
Since tank heights are known, it is also possible to know remaining
height of the tank. This is called ULLAGE.
Ullage is remaining height before tank becomes full. Normally ullage is
measured for cargo tanks and fuel oil tanks.
AIR PIPES
Air pipes are provided for all tanks to prevent air being trapped under
pressure in the tank when it is filled, or a vacuum being created when it
is emptied.
When filling the liquid will compress the air inside till it reaches same
pressure as liquid.
Then it won’t fill further till the time air pressure is released.
It means we need to make sure that the air pressure is always same as
atmospheric pressure.
To achieve this AIR PIPES are fixed to the ceiling of the tank. They allow
free flow of air preventing pressure or vacuum, keeping pressure same
as atmospheric pressure.
The air pipes are to be fitted at the opposite end of the tank to the
filling pipe and/or at the highest point of the tank.
Each air pipe from a double bottom tank, deep tanks which extend to
the ship's side is led up above the bulkhead deck.
From oil fuel, cargo oil tanks, cofferdams, and all tanks which can be
pumped up, the air pipes are led to an open deck, in a position where
no danger will result from vapours.
The heights above decks and closing arrangements are covered by the
Load Line Conditions of Assignment.
‘h’ should not be less than 760mm on the freeboard deck and 450mm
on the superstructure deck.
Ventilators:
Ventilator ventilates a compartment.
Ventilation means a system or means of providing fresh air to expel
heat, odour, and toxic gases and replace compartment with fresh air.
Ship needs ventilation for living areas, stores and cargo spaces. Each
has different requirements. Spaces are served by ducts, trunkings and
fans. Ducts and trunkings are required for reaching all spaces. Fans are
reversible for supply/exhaust modes.
Ventilators have Manual closing arrangements by way of FLAPS.
There are generally two types of ventilation – natural and mechanical
or forced ventilation.
Natural ventilation system
Natural ventilation relies on air circulation driven by convection, with
outside air entering and inside air exiting the hold through vents
located above the deck level.
Today’s bulk carriers typically have hinged-door type ventilators located
at the sides of the hatch covers. These can be opened or closed
depending on the relative wind direction to ensure adequate surface
ventilation and prevent sweat inside the hold.
Cowl ventilators
Natural Surface Ventilation
Mechanical ventilation system
Mechanical ventilation systems actively blow air across or through the
cargo hold to remove hazardous gases or vapours.
Mushroom ventilators
Thorough Ventilation by mechanical ventilator
Mid Ship section of gen cargo ship.
A deep transverse web frame (left half of the above figure) is given at
every three to four frame spaces in order to provide transverse
strength to the ship. The longitudinal stiffeners are welded to these
web frames. Stringers are provided on these transverse webs to
provide further strengthening.
