Lesson five General arrangement 1.1 Definition The general arrangement of a ship can be defined as the assignment of spaces for all the required functions and equipment, properly coordinated for location and access. Four consecutive steps characterize general arrangement; namely, allocation of main spaces, setting individual space boundaries, choosing and locating equipment and furnishing within boundaries, and providing interrelated access. These steps progress from overall to detail considerations, although there is some overlapping. Generally, particular arrangement plans are prepared for conceptual, preliminary, contract, and working plan stages. The data for early stages come into first experience, and the degree of detail increases as the design progresses It has often been said that ship design is inevitably a compromise between various conflicting requirements, and it is in formulation of the general arrangement that most of the compromises are made. Ship design requires a melding of many arts and sciences, and most of this melding occurs in the general arrangement. The designer considers the demands for all the functions and ubfunctions of the ship, balances the relative types and importance of the demands, and attempts to arrive at an optimum coordinate relationship of the space assignments within the ship hull. The general arrangement, then, represents a summary or integration of information from other divisions and specialties in the ship design, to provide all the necessary functions of the ship in the most efficient and economical way from an overall viewpoint The efficient operation of a ship depends upon the proper arrangement of each separate space and the most effective interrelationships between all spaces. It is important that the general arrangement be functionally and economically developed with respect to factors that affect both the construction and operation cost, especially the manpower required to operate the ship many other divisions of ship design provide the feed-in for the general arrangement, such as structure, hull engineering(hatch covers, cargo handling, etc), scientific (weights, stability, and lines engineering(machinery, uptakes), and specifications 1. 2 Function of ship In this chapter, consideration of ship type is restricted to those whose function is to transport something for economic profit; in other words, commercial transportation. Such ship types may be abdivided in accordance with material to be transported; e.g, general cargo, bulk cargo, vehicles passengers, etc. General cargo ships may further be subdivided in accordance with the form in which the general cargo is transported; e.g. break-bulk, containers, standardized pallets, oll-on/roll-off, etc. Bulk cargo ships may be subdivided into liquid bulk types and solid bulk types, or combinations of these, and, of course, may be further subdivided for specific liquids and solid bulks. Vehicle ships would include ferryboats and ships for the transoceanic delivery of automobiles, trucks, etc. Passengers can be carried in ships designed primarily for that purpose, as well as in any of the aforementioned types. Therefore, even after ship types are limited to those for Commercial transportation, they can have widely diverse functions. However, the common objective of the general arrangement in each case is to fulfill the function of the ship n the most economical manner; in other words develop a ship which will transport cargo at the least unit cost This dual aspect of function cost is actually the force which has give rise to special ship types, many of which have been created in the last few years. The reason for this may be seen in a comparative annual cost break-bulk cargo ship fleet and a container ship fleet designed to carry
Lesson Five General Arrangement 1.1 Definition The general arrangement of a ship can be defined as the assignment of spaces for all the required functions and equipment, properly coordinated for location and access. Four consecutive steps characterize general arrangement; namely, allocation of main spaces, setting individual space boundaries, choosing and locating equipment and furnishing within boundaries, and providing interrelated access. These steps progress from overall to detail considerations, although there is some overlapping. Generally, particular arrangement plans are prepared for conceptual, preliminary, contract, and working plan stages. The data for early stages come into first experience, and the degree of detail increases as the design progresses. It has often been said that ship design is inevitably a compromise between various conflicting requirements, and it is in formulation of the general arrangement that most of the compromises are made. Ship design requires a melding of many arts and sciences, and most of this melding occurs in the general arrangement. The designer considers the demands for all the functions and subfunctions of the ship, balances the relative types and importance of the demands, and attempts to arrive at an optimum coordinate relationship of the space assignments within the ship hull. The general arrangement, then, represents a summary or integration of information from other divisions and specialties in the ship design, to provide all the necessary functions of the ship in the most efficient and economical way from an overall viewpoint. The efficient operation of a ship depends upon the proper arrangement of each separate space and the most effective interrelationships between all spaces. It is important that the general arrangement be functionally and economically developed with respect to factors that affect both the construction and operation cost, especially the manpower required to operate the ship. Many other divisions of ship design provide the feed-in for the general arrangement, such as structure, hull engineering (hatch covers, cargo handling, etc), scientific (weights, stability, and lines), engineering (machinery, uptakes), and specifications. 1.2 Function of ship In this chapter, consideration of ship type is restricted to those whose function is to transport something for economic profit; in other words, commercial transportation. Such ship types may be subdivided in accordance with material to be transported; e.g., general cargo, bulk cargo, vehicles, passengers, etc. General cargo ships may further be subdivided in accordance with the form in which the general cargo is transported; e.g. break-bulk, containers, standardized pallets, roll-on/roll-off, etc. Bulk cargo ships may be subdivided into liquid bulk types and solid bulk types, or combinations of these, and, of course, may be further subdivided for specific liquids and solid bulks. Vehicle ships would include ferryboats and ships for the transoceanic delivery of automobiles, trucks, etc. Passengers can be carried in ships designed primarily for that purpose, as well as in any of the aforementioned types. Therefore, even after ship types are limited to those for Commercial transportation, they can have widely diverse functions. However, the common objective of the general arrangement in each case is to fulfill the function of the ship n the most economical manner; in other words develop a ship which will transport cargo at the least unit cost. This dual aspect of function cost is actually the force which has give rise to special ship types, many of which have been created in the last few years .The reason for this may be seen in a comparative annual cost break-bulk cargo ship fleet and a container ship fleet designed to carry
the same cargo, as estimated in ref[1] Break-bulk container Ship Fle eet 2,370,000.$2,940,000 Operating 4,550,0003,550,000 Cargo handing 22,900,0004,920,000 Terminal allocation 1200,0001,200,000 Overhead and allocations 2,20,0002200000 Total transportation cost $33,220,000$14810,000 Cost per long ton of cargo transported $4.920$2.190 It is the implication of such cost figures that gave rise to a rapid growth in the container ship ty pe Some such similar sets of cost figures, comparing different ways to accomplish the same function explain the growth of any special ship type The problems of general arrangement, then, are, associated with the function of the ship and generally fifer according to ship type. The arrangements of all types, however, have certain things in common For example, the problems of accommodation and propulsion machinery arrangements are generally similar, although the different ship types impose different limitations 1. 3 Ship as a system. In analyzing any tool or implement which has a functional-economic aspect, it is convenient to consider that tool as a system made up of a group of subsystems. By this approach, each subsystem may be analyzed separately, and its components and characteristics selected for optimum function and economics; then the subsystems may be combined to form the compatible system. Of course the subsystems must be compatible and the sum of their functions must equal the complete system function, just as the sum of their cists must equal the complete system costs A ship which is a structural-mechanical tool or implement may be considered as a system for the transportation of goods or people, across a body of water, from one marine terminal to another The complete sy stem is broken down into subsystems which generally must include, as a minimum subsystems for Enclosing volume for containing cargo and other contents of ship and providing buoyancy to support cargo and other weights(hull envelope) Providing structure for maintaining watertight integrity of enclosed volume upporting cargo and other contents of ship against static and dynamic forces primary strength of the hull girder(structure) Transporting cargo from pier to ship and stowing it aboard ship(cargo handling and Propelling ship at various speeds(machinery and control) Controlling direction of ship(steering) Housing and supporting human components of system(accommodations) Providing safety in event of accident(watertight subdivision, fire control, etc.) The general arrangement is largely developed by consideration of the requirement of each system, which are balanced, weighed, and combined into a complete system. However, the development of the general arrangement is not completely compatible with the system
the same cargo ,as estimated in ref[1]. Conventional Break-bulk container Fleer Ship Fleet Capital……………………………………………………………..$2,370,000….$ 2,940,000 Operating…………………………………………………………….4,550,000 3,550,000 Cargo handing………………………………………………………22,900,000 4,920,000 Terminal allocation………………………………………………….1200,000 1,200,000 Overhead and allocations……………………………………………2,20,000 2200000 Total transportation cost …………………………………………….$33,220,000 $14,810,000 Cost per long ton of cargo transported………………………………$4,920 $2,190 It is the implication of such cost figures that gave rise to a rapid growth in the container ship type. Some such similar sets of cost figures, comparing different ways to accomplish the same function, explain the growth of any special ship type. The problems of general arrangement, then, are, associated with the function of the ship and generally fifer according to ship type. The arrangements of all types, however, have certain things in common. For example, the problems of accommodation and propulsion machinery arrangements are generally similar, although the different ship types impose different limitations. 1.3 Ship as a system. In analyzing any tool or implement which has a functional-economic aspect, it is convenient to consider that tool as a system made up of a group of subsystems. By this approach, each subsystem may be analyzed separately, and its components and characteristics selected for optimum function and economics; then the subsystems may be combined to form the compatible system. Of course the subsystems must be compatible and the sum of their functions must equal the complete system function, just as the sum of their cists must equal the complete system costs. A ship which is a structural-mechanical tool or implement may be considered as a system for the transportation of goods or people ,across a body of water, from one marine terminal to another. The complete system is broken down into subsystems which generally must include, as a minimum, subsystems for: ⚫ Enclosing volume for containing cargo and other contents of ship and providing buoyancy to support cargo and other weights (hull envelope). ⚫ Providing structure for maintaining watertight integrity of enclosed volume and supporting cargo and other contents of ship against static and dynamic forces and primary strength of the hull girder (structure). ⚫ Transporting cargo from pier to ship and stowing it aboard ship (cargo handling and stowage). ⚫ Propelling ship at various speeds (machinery and control). ⚫ Controlling direction of ship (steering). ⚫ Housing and supporting human components of system (accommodations). Providing safety in event of accident (watertight subdivision, fire control, etc. ). The general arrangement is largely developed by consideration of the requirement of each system, which are balanced, weighed, and combined into a complete system. However, the development of the general arrangement is not completely compatible with the system
approach, because a general arrangement is a diagram of space and location, which may be minor aspects of certain subsystems. For example, some sub-subsystems occupy practically no space and do not appear on a general arrangement plan Although this chapter will not go further with the system approach than is warranted by the subject of "general arrangement", it should be noted that each of the foregoing subsystems may be further broken down into second-degree subsystems(or sub-subsystems) and these in turn may be further broken down. The complete ship itself is, of course, a subsystem of larger system for the transportation of goods or people from any point on earth to any other point 1. 4 The Problem and the appoach The first step in solving the general arrangement problem is locating the main spaces and their boundaries within the ship hull and superstructure. They are Cargo spaces Machinery spaces Crew, passenger, and associated spaces Tanks Miscellaneous At the same time, certain requirements must be met, mainly Watertight subdivision and integrity Adequate stability Structural integrity Adequate provision for access As stated in the foregoing, the general arrangement is evolved by a gradual progress of trial check and improvement. As for any other problem, the first approach to a solution to the general arrangement must be based on a minimum amount of information, including Required volume of cargo spaces, based on type and amount of carg Method of stowing cargo and cargo handling system Required volume of machinery spaces, based on type of machinery and ship Required volume of tankage, mainly fuel and clean ballast, based on type of fuel, and cruising range. Required standard of subdivision and limitation of main transverse bulkhead spacing Approximate principal dimensions(length, beam, depth, and draft Preliminary lines plan The approximate dimensions and lines plan are base on a preliminary summation of the required volumes for all the aforementioned contents of the ship, a preliminary, estimate of all the weights in the ship, a selection of the proper hull coefficients for speed and power, and adequate freeboard and margin line for subdivision and stability. From the lines plan and margin line, a curve of sectional areas along the length of the ship and a floodable length curve may be made The first general arrangement layout to allocate the main spaces is based on the foregoing information. Peak oulkheads and inner bottom are established in accordance with regulatory body requirements. Other main transverse bulkheads are located to satisfy subdivision requirements based on preliminary floodable length curves. Decks are located to suit the requirements Allowance for ed by structure must be deducted in arriving at the resulting net usable volumes and the clear deck heights Usually, in the first approach, several preliminary general arrangements are laid out in the form
approach, because a general arrangement is a diagram of space and location, which may be minor aspects of certain subsystems. For example, some sub-subsystems occupy practically no space and do not appear on a general arrangement plan. Although this chapter will not go further with the system approach than is warranted by the subject of “general arrangement”, it should be noted that each of the foregoing subsystems may be further broken down into second-degree subsystems (or sub-subsystems) and these in turn may be further broken down. The complete ship itself is, of course, a subsystem of larger system for the transportation of goods or people from any point on earth to any other point. 1.4 The Problem and the approach The first step in solving the general arrangement problem is locating the main spaces and their boundaries within the ship hull and superstructure. They are: Cargo spaces Machinery spaces Crew, passenger, and associated spaces Tanks Miscellaneous At the same time, certain requirements must be met, mainly: Watertight subdivision and integrity Adequate stability Structural integrity Adequate provision for access As stated in the foregoing, the general arrangement is evolved by a gradual progress of trial, check and improvement. As for any other problem, the first approach to a solution to the general arrangement must be based on a minimum amount of information, including: ⚫ Required volume of cargo spaces, based on type and amount of cargo. ⚫ Method of stowing cargo and cargo handling system. ⚫ Required volume of machinery spaces, based on type of machinery and ship. ⚫ Required volume of tankage, mainly fuel and clean ballast, based on type of fuel, and cruising range. ⚫ Required standard of subdivision and limitation of main transverse bulkhead spacing. ⚫ Approximate principal dimensions (length, beam, depth, and draft). ⚫ Preliminary lines plan. The approximate dimensions and lines plan are base on a preliminary summation of the required volumes for all the aforementioned contents of the ship, a preliminary, estimate of all the weights in the ship, a selection of the proper hull coefficients for speed and power, and adequate freeboard and margin line for subdivision and stability. From the lines plan and margin line, a curve of sectional areas along the length of the ship and a floodable length curve may be made. The first general arrangement layout to allocate the main spaces is based on the foregoing information. Peak oulkheads and inner bottom are established in accordance with regulatory body requirements. Other main transverse bulkheads are located to satisfy subdivision requirements, based on preliminary floodable length curves. Decks are located to suit the requirements. Allowance for space occupied by structure must be deducted in arriving at the resulting net usable volumes and the clear deck heights. Usually, in the first approach, several preliminary general arrangements are laid out in the form
of main space allocations, boundaries, and subdivisions. These are checked for adequacy of es, weights and stability, and the changes to be made in the preliminary lines to make these features satisfactory. At this point, certain arrangements may be dropped, either because they are not feasible or are less efficient than other arrangements. The general arrangement process then continues into more refined stages, simultaneously with the development of structure, machinery layout, and calculations of weights, volumes, floodable length, and stability (intact and damaged) The selection of one basic arrangement may cone early in the process, or may have to be delayed and based on a detailed comparison of"trade-offs. In any case, the selection is usually made in consultation with the owner so that consideration may be given to his more detailed knowledge of operating problems (From“ Ship Design and Construction”byD’ Arcangelo,1969) Technical Terms 1. general arrangement总布置 28. aforementioned(am.)上述的 2. assignment指定,分配 9. profit利益 3. space处所,空间 30. annual cost年度费用 4. access通道,入口 31. breakdown细目 5. allocation分配,配置 32. terminal allocation码头配置费 6. furnishings家具 33. overhead管理费,杂项开支 7. conceptual( design)概念(设计) 34. component(组成)部分,分量 8. preliminary( design)初步(设计) 35. characteristic特性 9. contract(sage)合同(阶段) 36. mechanical机械的 10. working plan施工图 37. goods货物 11. formulation公式化,明确表达 38. marine terminal港口,码头 12. melding融合 39. enclosing volume密(围)闭容积 13. 最佳 40. hull envelope船体外壳 14. coordinate relationship协调关系 总强度 15. summary综合,摘要 age配载 16. integration综合,积分 43. housing容纳 17. division部分,划分 l8. efficient and economical way有效和 45. superstructure上层建筑 经济的方式 46. machinery space机舱 专业 (其他)杂用舱室 20.fed-in送进,提供 48. watertight subdivision水密分舱 21. specifications各种技术条件,说明书49. IntegrIty完整性 uptake烟道 kage液舱,容量(积 23. commercial transportation商业运输 51. clean ballast清洁压载 24. solid( (liquid) bulk type固体(液体) 52. lines plan型线图 散装型 3. crusing range巡航范围 5. ferryboat渡船 54. margine line限界线 26. transoceanIc渡(远)洋的 55. floodable length curve可浸长度曲线 27. automobile汽车 56. layout(设计,布置)草图
of main space allocations, boundaries, and subdivisions. These are checked for adequacy of volumes, weights and stability, and the changes to be made in the preliminary lines to make these features satisfactory. At this point, certain arrangements may be dropped, either because they are not feasible or are less efficient than other arrangements. The general arrangement process then continues into more refined stages ,simultaneously with the development of structure, machinery layout, and calculations of weights, volumes, floodable length, and stability （intact and damaged）. The selection of one basic arrangement may cone early in the process, or may have to be delayed and based on a detailed comparison of “trade-offs.” In any case, the selection is usually made in consultation with the owner so that consideration may be given to his more detailed knowledge of operating problems. （From “Ship Design and Construction” by D’ Arcangelo, 1969） Technical Terms 1. general arrangement 总布置 2. assignment 指定，分配 3. space 处所，空间 4. access 通道，入口 5. allocation 分配，配置 6. furnishings 家具 7. conceptual (design) 概念（设计） 8. preliminary (design) 初步（设计） 9. contract (stage) 合同（阶段） 10. working plan 施工图 11. formulation 公式化，明确表达 12. melding 融合 13. optimum 最佳 14. coordinate relationship 协调关系 15. summary 综合，摘要 16. integration 综合，积分 17. division 部分，划分 18. efficient and economical way 有效和 经济的方式 19. speciality 专业 20. feed-in 送进，提供 21. specifications 各种技术条件，说明书 22. uptake 烟道 23. commercial transportation 商业运输 24. solid (liquid) bulk type 固体（液体） 散装型 25. ferryboat 渡船 26. transoceanic 渡（远）洋的 27. automobile 汽车 28. aforementioned (a.m.) 上述的 29. profit 利益 30. annual cost 年度费用 31. breakdown 细目 32. terminal allocation 码头配置费 33. overhead 管理费，杂项开支 34. component (组成)部分，分量 35. characteristic 特性 36. mechanical 机械的 37. goods 货物 38. marine terminal 港口，码头 39. enclosing volume 密（围）闭容积 40. hull envelope 船体外壳 41. primary strength 总强度 42. stowage 配载 43. housing 容纳 44. diagram 图 45. superstructure 上层建筑 46. machinery space 机舱 47. miscellaneous (其他)杂用舱室 48. watertight subdivision 水密分舱 49. integrity 完整性 50. tankage 液舱，容量（积） 51. clean ballast 清洁压载 52. lines plan 型线图 53. crusing range 巡航范围 54. margine line 限界线 55. floodable length curve 可浸长度曲线 56. layout （设计，布置）草图
57. peak bulkhead尖舱舱壁 60. trade-of权衡,折衷 58. regulatory body主管机构(关) 61. consultation协商 59. intact stability完整稳性 Additional Terms and Expressions 1. interior arrangement舱室布置 21. boiler room锅炉间 2. stairway and passageway arrangement梯22. steering engine room舵机舱 道及走道布置 23. workshop机修间 3. interior/exterior passageway内/外走道24. store贮藏室 4. bridge deck驾驶甲板 25.fore/ aft peak首/尾尖舱 5. compass deck罗经甲板 mside tank顶边/底边舱 6. boat deck艇甲板 27. wing tank边舱 7. promenda deck游步甲板 28. steering gear操舵装置 8. accommodation deck起居甲板 29. anchor and mooring arrangement锚泊和 9. vehicle deck车辆甲板 系缆设备 10. winch platform起货机平台 0. howse pipe锚链筒 11. wheel house驾驶室 31. chain locker锚链舱 12. chart room海图室 32. closing appliances关闭设备 13. radio room报务室 33. hatch cover舱口盖 14. electric room置电室 34. lifesaving equipment/appliance救生设备 桅室 35.mast桅 16. caption s room船长室 36. rigging索 17. crew s room船员室 37. bollard双柱带缆柱 18. cabin客舱 38bitt带缆桩 19. main engine control room主机操纵室 39. fairlead导缆钩 20. auxiliary engine room副机舱 Notes to the text 1. It is in formulation of the general arrangement that most of the compromises are made 这是“itis…,that,,”强调句型,强调 in formulation of the general arrangement n formulation of原意为“在的表达中”,现意译为“体现在.中”。 2. It is important that the general arrangement be functionally and economically developed 这是虚拟语气形式的句型,在that从句中采用原形动词。类似的句型还有 It is desired/suggested/requested that It is nece 有时 It is essential that..也用虚拟语气 hull engineering为“船舶设备”之意 4!. scientific原意为“科学的”,现根据上下文意译成“船舶性能” 5 at the least unit cost以最小的单价 6. a long ton一英吨(=2240磅)
57. peak bulkhead 尖舱舱壁 58. regulatory body 主管机构（关） 59. intact stability 完整稳性 60. trade-off 权衡，折衷 61. consultation 协商 Additional Terms and Expressions 1. interior arrangement 舱室布置 2. stairway and passageway arrangement 梯 道及走道布置 3. interior/exterior passageway 内/外走道 4. bridge deck 驾驶甲板 5. compass deck 罗经甲板 6. boat deck 艇甲板 7. promenda deck 游步甲板 8. accommodation deck 起居甲板 9. vehicle deck 车辆甲板 10. winch platform 起货机平台 11. wheel house 驾驶室 12. chart room 海图室 13. radio room 报务室 14. electric room 置电室 15. mast room 桅室 16. caption’s room 船长室 17. crew’s room 船员室 18. cabin 客舱 19. main engine control room 主机操纵室 20. auxiliary engine room 副机舱 21. boiler room 锅炉间 22. steering engine room 舵机舱 23. workshop 机修间 24. store 贮藏室 25. fore/aft peak 首/尾尖舱 26. topside/bottomside tank 顶边/底边舱 27. wing tank 边舱 28. steering gear 操舵装置 29. anchor and mooring arrangement 锚泊和 系缆设备 30. howse pipe 锚链筒 31. chain locker 锚链舱 32. closing appliances 关闭设备 33. hatch cover 舱口盖 34. lifesaving equipment/appliance 救生设备 35. mast 桅 36. rigging 索 37. bollard 双柱带缆柱 38. bitt 带缆桩 39. fairlead 导缆钩 Notes to the Text 1. It is in formulation of the general arrangement that most of the compromises are made. 这是“it is … that … ”强调句型，强调 in formulation of the general arrangement. in formulation of 原意为“在……的表达中”， 现意译为“体现在……中”。 2. It is important that the general arrangement be functionally and economically developed… 这是虚拟语气形式的句型，在 that 从句中采用原形动词。类似的句型还有： It is desired/suggested/requested that…… It is necessary that … 有时 It is essential that …也用虚拟语气。 3. hull engineering 为“船舶设备”之意 4. scientific 原意为“科学的”，现根据上下文意译成“船舶性能”。 5. at the least unit cost 以最小的单价 6. a long ton 一英吨（=2240 磅）
a short ton一美吨(=2000磅) 7. any tool or implement在这里 implement和tool基本上同义,帮or后面的名词在翻译时 可以省略不译。 8. across a body of water穿过一段水路/一个水域 9 aboard ship和 on board ship,以及 on board a( the ship)都为“在船上”之意。 10. Although this chapter will not go further with the system approach than is warranted by the subject of" general arrangement 这个让步状语从句中包含有比较状语从句。than后面的主语( this chapter)被省略掉了。 其中的 is warranted原意为“补认为是合理(或正当)的”,整个从句可翻译成:“虽然这 章只限于‘总布置’这个主题,而不再进一步讨论系统处理方法
a short ton 一美吨（=2000 磅） 7. any tool or implement 在这里 implement 和 tool 基本上同义，帮 or 后面的名词在翻译时 可以省略不译。 8. across a body of water 穿过一段水路/一个水域 9.aboard ship 和 on board ship, 以及 on board a (the ship) 都为“在船上”之意。 10. Although this chapter will not go further with the system approach than is warranted by the subject of “general arrangement”. 这个让步状语从句中包含有比较状语从句。than 后面的主语（this chapter）被省略掉了。 其中的 is warranted 原意为“补认为是合理（或正当）的”，整个从句可翻译成：“虽然这一 章只限于‘总布置’这个主题，而不再进一步讨论系统处理方法