PRE-DESIGNING A SHIP: SHIPOWNER CONSIDERATIONS — Part II: Dimensional Parameterization, Physical and Fiscal Berth Constraints, Hydro-Aerodynamic Balance, Structural Asymmetries, and the Inside-Out Protocol

Defining the principal dimensions of a merchant vessel (LOA, Beam, Draft, Air Draft) and allocating its internal spaces are all too often delegated to standardized shipyard catalog iterations aimed solely at maximizing nominal Deadweight Tonnage (DWT) or cargo Lane Meters (LM). This speculative approach overlooks the geotechnical and orographic constraints of port basins, international tariff traps, structural diseconomies arising from constructive asymmetry, and the decisive influence of above-water aerodynamics on high-sided vessels (PCTC/Ro-Ro). This study formalizes the bespoke genesis of the five primary geometric magnitudes starting from seasonal peaks in commercial demand. It analyzes the hydraulic safety margin on draft (ΔH_safety ≥ 1.00 m) against dynamic stern trim, squat, and port fluid-mud ingestion, while quantifying the mooring diseconomies imposed by fixed-length concession berths. It dismantles the uncritical adoption of hull platforms dictated by foreign fiscal thresholds—specifically addressing the Horizon-derived Japan-Max PCTC lineage pushed up to 199.99 m × 38.00 m (L/B ≈ 5.26) to circumvent the Japanese "Huge Ship" statutory threshold—demonstrating how operating such hulls outside their native regulatory context penalizes channel hydrodynamics and multiplies towage costs. After formalizing the weighted annual commercial speed balance (VMG) between a "seaworthy ship" and a "calm-water fast ship" and exposing the hidden 20-year dead-ballast tax, transverse racking, and torsional warping caused by eccentric stern quarter-ramps, this work codifies the Inviolable Functional Volumes (IFV / VFI) Protocol via an Inside-Out approach across four primary 3D prisms. Economic lifecycle verification proves that compressing vital crew, mooring, bridge, and 360° engine-room maintenance volumes to capture marginal cargo slots generates a conservative cumulative operational loss exceeding 1.46 million USD per vessel over twenty years, while compromising early human detection of pre-failure "weak signals" and emergency egress safety.