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 systemthe 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