A parametric method for preliminary

determining of mass characteristics

of inland navigation ships

Jan P. Michalski
Gdañsk University of Technology

ABSTRACT
This paper presents a method for estimation of mass characteristics of vessels, elaborated
with the use of an algorithm based on requirements of the Rules for the Classification and
Construction of Inland Waterways Vessels of Polish Register of Shipping, and on a simpli-
fied method [6] for determination of mass of hull plating stiffeners. The dimensioning
method of hull structure scantlings based on this algorithm concerns classical vessels
intended for the carrying of general cargo, dry and liquid bulk cargoes, which determine
the range of the method application. The method does not cover vessels of different con-
struction, e.g. roll-on-roll-off type vessels equipped with heavy decks, as the dimensioning
of their scantlings is based on different relationships and models.
Keywords : Inland waterways vessels, ship preliminary design methods

INTRODUCTION To elaborate the presented method a set of discrete values

of mass of vessel's hull series of systematically varying para-
Methods for preliminary, approximate estimation of mass
meters was simulated by means of the computer implementa-
as well as mass centre coordinates of a designed ship is an
tion [14] of the algorithm [13]. Next, correlations between the
important branch of ship design theory. Knowledge of the pa-
hull parameters and their mass characteristics were investiga-
rameters is necessary already in early design phases − to itera-
ted, which made it possible to reduce some number of unimpor-
tively balance ship's floatability and stability before structural
tant parameters appearing in the problem. Next, analytical rela-
strength calculations are performed.
tionships approximating the discrete values of mass characteri-
The subject-matter literature contains some methods con-
stics were determined. Simulating calculations were carried out
cerning this subject, e.g. in [1, 2, 3, 4] and [5], which, however,
for assumed parameters of normal strength (NW) steel −
deal with sea-going ships whose features are different from
− usually applied for construction of hulls of inland waterways
those of inland waterways vessels. The methods applicable to
vessels.
inland waterways vessels are rather scarce, e.g. [6, 7, 8, 9, 10].
The problem is to determine an analytical mathematical
In the preliminary design stage, ship mass and its centre of
model to transform those vessel's features which are known in
gravity are usually estimated by means of the methods making
the preliminary design stage, i.e.
use of parent ship's data, if only they are available. In the case
when such data are lacking, or if a design project covers a bro- u the numerical parameters of ship x ≡ (L, B, H, T, C B ,...)
ad range of variability of ship design parameters, e.g. in a de- which describe : main dimensions, hull form, coefficients,
sign optimization study (with a selected objective function), structural material properties
then use of general parametric methods is necessary to deter- u the qualitative atributes q ≡ (K, R , p1 ,..., p n ) which identi-
mine ships mass characteristics. fy vessel's functional type, class and topological features
The parametric methods for estimating ship hull mass are of hull structure
elaborated on the basis of either statistical data of existing ships u the strength requirements of classification rules ;
or the rules of classification societies.
into estimated values of the hull mass M
A range of applicability of such methods and its gravity centre height, Zg :
is usually limited by the following factors :
M = F (x, q ) and Zg = F (x, q ) (1)
Ø ship’s functional type
Ø hull structural arrangement A practical aspect of this work is to get a parametric me-
Ø structural material thod easily codable into a computer program − useful for the
Ø ship’s size range. estimating of the mass and gravity centre height of inland wa-

POLISH MARITIME RESEARCH, No 3/2005 9

terways vessels in the preliminary design stage. The cognitive ¬ values of the draught T resulting from the assumed ratio of
aspect of the work is to investigate and broaden theoretical H/T : 1.25, 1.5, 2.0.
knowledge on the relationships between parameters of inland
Moreover, the following constant parameters were assumed :
waterways vessels and their mass characteristics.
The research in question has resulted from practical needs Ä values of the block coefficient CB : 0.7, 0.8, 0.9
which have arisen during studies on the INCOWATRANS Ä normal strength (NW) steel of 235 MPa yield strength
E!3065 (Inland and Costal Water Transport System) Project Ä permissible stress coefficient k = 0.7.
carried out within the frame of the UE EUREKA Program
The number of hull variants Iw of the hull series is equal to
aimed at development of a modern, ecological friendly fleet of
product of variants of values of varying parameters, i.e. : ves-
inland waterways vessels.
sel class, length, breadth, depth, draught and block coefficient,
namely Iw = 972 variants of hulls of any considered vessel
RESEARCH PROGRAM functional type.
AND ITS ASSUMPTIONS Simulating calculations were performed by using the
elaborated computer program INLAND_VESSEL_HULL_
By making use of relevant knowledge dealing with sea-
_MASS.PAS [14] which realizes the algorithm for determi-
-going ships, given in [5,15] the hull parameters a priori assu-
ning hull scantlings of inland waterways vessels [13]. Results
med to be significantly affecting its mass characteristics, were
of the calculations are presented in the report [14].
preliminarily selected. Hull mass magnitude depends on both −
− vessel's numerical parameters and its qualitative features.
Some assumptions simplifying real relationships were introdu-
MODELING VESSEL'S
ced to determine simple mathematical models − describing in
MASS CHARACTERISTICS
an approximate way the problem in question. It was assumed
An analytical relationship expressing the relation between
that for purposes of approximate estimation of vessel's mass its
mass of hull and its main design parameters should have the
hull can be identified enough correctly by the following items :
following features :
two functional types of vessel :
­ accuracy − to correctly approximate a statistical sample
dry cargo vessels
­ simplicity − mathematical model should be convenient for
liquid cargo vessels
design calculations and computer programming
vessel’s class ­ good estimating properties − to provide credible predic-
defined by permissible region of navigation tions.
vessel’s main particulars : It is not an easy task to satisfy the above mentioned requi-
L - length rements because of multi-dimensionality and nonlinear cha-
B - breadth racter of the analyzed relationships. To find the relations the
H - depth to upper deck least square approximation method was applied, and by means
T - design draught of the iterative procedures :
CB - hull block coefficient
ª hypotheses on approximation relationships were stated
other parameters : ª structural parameters of approximation model were deter-
k - permissible stress coefficient mined
Re - yield strength of structural steel. ª preliminary tests were performed
ª approximation hypotheses were verified by assessing mea-
The hull structure scantlings of dry cargo vessels and li-
sures of accuracy.
quid cargo ones are determined in a different way − therefore
the following structural elements are taken into account [13] : To obtain sufficient accuracy a special normalizing techni-
que was applied, similar to that given in [15]. The procedure
for dry cargo vessels :
s hatch openings in decks consisted in preliminary choice of the normalizing function
g( x ) monotonically compatible with the approximated func-
s hatch coamings
s specific features of double bottom tion F( x ) − representing discrete values of simulated masses of
hull series , and in determining the normalized smooth func-
for liquid cargo vessels : tion w ( x ) (of small variations) :
s longitudinal bulkheads
F( x )
s continuous structure of decks = w (x) x ∈Ω (2)
s specific features of double bottom. g( x )
Variability ranges of the hull parameters of investigated hull Next, the function a ( x ) approximating the normalized
series were determined on the basis of the data from literature function w ( x ) is determined. If the determined function a ( x )
[10, 17, 18]. Calculations for hull series covered all combina- correctly approximates the function w ( x ), then the function
tions of the following items : f (x) :
¬ functional types of liquid and dry cargo vessels f (x ) = g(x ) ⋅ a ( x ) (3)
¬ PRS (Polish Register of Shipping) ship classes concerning
the restricted navigation regions R : 1, 2, 3 correctly approximates the function F( x ), hence this is the se-
¬ values of the length L : 25.00 m, 50.00 m, 75.00 m and arched for solution of the problem in question.
100.00 m In the case of modelling hull mass characteristics a norma-
¬ values of the breadth B – resulting from the assumed ratio lizing function may be e.g. either the product of vessel main
of L/B : 4, 5, 6 dimensions (modular function) :
¬ values of the depth H resulting from the assumed ratio of
L/H : 10, 15, 20 g(x ) = L ⋅ B ⋅ H (4)

10 POLISH MARITIME RESEARCH, No 3/2005

 or the power function : Tab. 2. Structure, constants and accuracy
n of the approximation formula for hull mass estimation
g ( x ) = c ⋅ ∏ x ia i = c ⋅ La1 ⋅ Ba 2 ⋅ H a 3 ⋅ T a 4 ⋅ C B ⋅ R a 6 (5)
a5

i =0
The proper selection of a normalizing function is important
in order to get sufficient accuracy of hull mass characteristics
approximation.

APPROXIMATED HULL MASS

CHARACTERISTICS
Final results of the best parametric models for mass cha-
racteristics are below presented in the tables containing the
following items :
¯ hypothesis on a form of normalizing function
¯ hypothesis on a form of approximating function with a list
of variable parameters (great-letter symbols) and structural
constants of the model (small-letter symbols)
¯ estimated values of structural constants of the mathemati-
cal model
¯ correlation indices for assessing significance of design pa-
rameters
¯ estimated values of approximation accuracy measures,
where : Estimation of height
• E-average [%] – relative percentage error of approxi- of hull structure gravity centre
mation No correlation was revealed between the gravity centre
• E-max [%] – maximum relative percentage error of ap- height and the hull block coefficient CB as well as the naviga-
proximation for the whole sample tion region R − both for dry cargo and liquid cargo vessels.
• E > x% [%] – percentage of relative errors exceeding The best approximation model found for the gravity cen-
x% in the whole sample (of 972 elements). tre height of liquid cargo vessels, Zg = f (x ) , is presented in
Tab.3 and in the case of dry cargo vessels − in Tab.4.
The requirement for model simplicity was fulfilled by ap-
plying the power function formulas only − useful in calcula- Tab. 3. Structure, constants and accuracy
of the approximation formula for hull gravity centre height
ting values of the function derivatives − a feature convenient
for linearization of a mathematical model of a design problem.

Hull structure mass estimation

Significance of the influence of vessel parameters on hull
structure mass was assessed by means of the determined coef-
ficients of correlation, then non-significant parameters − of
small correlation coefficient values − were eliminated from the
approximation model. In the case of liquid cargo vessels the
obtained best approximation formula is given in Tab.1
Tab. 1. Structure, constants and accuracy
of the approximation formula for hull mass estimation

Tab. 4. Structure, constants and accuracy

of the approximation formula for hull gravity centre height

In the case of dry cargo vessels the best approximation was

obtained by the formula whose description and accuracy as-
sessment is given in Tab.2.

POLISH MARITIME RESEARCH, No 3/2005 11

 POWER PLANT MASS
AND OUTFIT MASS CHARACTERISTICS
Estimation of mass of medium
and high-speed marine diesel engines
Ship power plant mass essentially depends on a type
of engines of the propulsion system. On inland waterways ves-
sels, are commonly installed medium-speed diesel engines
(of 500÷600 rpm) and high-speed ones (of 1500÷1800 rpm),
which transfer power either directly, or through mechanical,
hydraulic or electrical transmission gear − to the screw pro-
peller(s) of fixed or controllable pitch, often accommodated
in a Kort nozzle.
Diesel engine mass depends on its rated torque, power out-
put, cylinder arrangement and its supercharging. Apart from
the engine itself, mass of power plant consists of masses of its
equipment and systems. Data contained in the subject-matter
literature usually concern ship power plants with the engines
of low speed − applicable to sea-going ships; e.g. in [1] is gi- Fig. 1. Comparison of the values of the unit mass of ship medium- and
ven a formula for determining mass of ship diesel engines of high-speed diesel engines, obtained from the formula (6) (dashed lines)
low and medium speed − of more than 1000 kW rated power : and (7) (continuous lines)
0.84
P of the main engine and mass of the remaining elements of the
M EN = 12   [t] (6) power plant :
n
M R = k R ⋅ P 0.7 [t] (8)
where :
P - installed engine power [kW] where : kr - a coefficient taking values from the interval
n - engine speed [rpm]. of 0.19 ÷ 0.83 - depending on a ship functional type.
Publications dealing with vessel power plants equipped with Main engine mass of inland waterways vessels reaches
medium-speed and high-speed diesel engines of relatively small about 30% ÷ 45% of the total mass of the power plant (in "dry
power are scarce. weight" condition). To determine mass of a vessel power plant
For purposes of the INCOWATRANS design study on in- fitted with medium-speed or high-speed engines the following
land waterways passenger vessel, a research work on mass of formula was elaborated :
medium-speed and high-speed engines of small power was
performed on the basis of the catalogue data of: Volvo-Penta,
P 0.85
M P = 7130 ⋅ + k R ⋅ P 0.7 [t] (9)
Deutz, MAN, Caterpillar, Detroit Diesel, Wola-Henschel and n1.75
Wärtsilä. The collected data of the engine parameters and its
mass values were used as a statistical sample to determine an Fig.2. presents a comparison of the unit mass of power plants
analytical relationship approximating mass of medium-speed M
and high-speed marine diesel engines of small power. In re- m p = P [kg/kW]
P
sult, the following simple formula was obtained :
calculated by means of the formula (6) and (8) − dashed lines,
P 0.85 and formula (9) − continuous lines − in both cases kR = 0.2
M EN = 7130 ⋅ [t] (7)
n1.75
where :
P - installed engine power [kW]
n - engine speed [rpm]
A comparison of the unit mass of the engines :
M
m e = EN [kg/kW]
P
calculated by the formula (6) − dashed lines (engines for sea-
-going ships), and (7) − continuous lines (engines for inland
waterways vessels) is presented on Fig.1.
From the comparison it results that in the case of medium-
-speed engines (of 750 rpm ) the engine mass according to (7)
is greater by about 60% than that estimated by using (6). For
the high-speed engines (of 2500 rpm) the mass according to (7)
is smaller by about 50% that that estimated by means of (6).
For the engines of speeds within the range of 1000÷2000 rpm
so estimated values of mass are similar. Fig. 2. Comparison of the unit mass of ship power plants with medium- and
high-speed diesel engines, obtained from the formula (6 and 8) − dashed
Estimation of mass of power plants fitted with lines, and formula (9) − continuous line
medium and high-speed engines
Power plant mass of sea-going ships without stores („dry In the case of power plant of high-speed engines it is often
weight” condition) acc. [1] can be determined as a sum of mass necessary to apply a reduction gear. To estimate mass of

12 POLISH MARITIME RESEARCH, No 3/2005

a mechanical reduction gear the following formula was elabo- SUMMARY
rated :
P [t] m The scantling determination algorithm used to elaborate the
M = 4⋅
G
(10)
presented parametric method concerns the inland waterways
n vessels intended for the carrying of general cargo and dry
Estimation of hull outfit mass and liquid bulk cargoes.
Mass characteristics of hull outfit are not easily modeled m The performed verification of the method showed that in
mathematically as they depend not only on numerical parame- the case of the passenger vessels and container vessels the
ters of a ship but also on such factors as: ship functional type, achieved predictions of :
outfitting standard, crew number, as well as on obligatory re- « mass characteristics − are acceptable approximations
quirements of relevant provisions of maritime administration for purposes of the preliminary design stage (mean er-
and a society classification rules. Within the frame of the IN- ror is of about 15%)
COWATRANS project no such research work was made. But « gravity centre height characteristics − are acceptable
on the basis of the diagrams given in [7] the following appro- approximations for purpopses of the preliminary design
ximating analytical formula concerning inland waterways ves- stage (mean error is less than 14%)
sels, useful in the preliminary design stage, were elaborated :
m In the case of the vessels of a different structure, e.g. car
hull equipment mass : ferries − intended for the carrying roll-on − roll-off cargoes,
fitted with heavy decks (M/V Berlin, M/V Bielik II), the
M E = 0.125 ⋅ (L ⋅ B ⋅ H) 2 / 3 [t] (11)
obtained results are different from the values summed up
mass of hull systems : of detail mass specifications.
M S = 0.25 ⋅ (L ⋅ B ⋅ H ) 1/ 2 [t] (12) m For light cargo vessels the proposed parametric method of mass
prediction can be a useful tool in preliminary design stage.
hull outfit mass :
M O = 0.025 ⋅ (L ⋅ B ⋅ H ) 2 / 3 [t]
NOMENCLATURE
(13)
B - breadth
where all dimensions are in [m]. CB - block coefficient
E - relative percentage error
PRELIMINARY ASSESSMENT f ( x ) - approximating function of hull mass and its gravity centre
OF THE METHOD'S F( x ) - approximated function of hull mass and its gravity centre
PREDICTING CAPABILITY height
g( x ) - normalizing function
An attempt to preliminarily assess predicting capability of H - depth
the method in question was made by taking into account, as an L - length
example, several vessels whose data were obtained from their me - unit mass of engine
PRS class documentation. In the case of the SINE 207 inland mp - unit mass of power plant
waterways container vessel of 18/36 TEU capacity its prelimi- ME - hull equipment mass
nary design documentation was used. Results of the verifying MH - hull mass
calculations are presented in Tab.5. ML - real vessel mass
Tab. 5. Results of verifying calculations to assess predicting capability of the presented method

POLISH MARITIME RESEARCH, No 3/2005 13

MLP - predicted mass of vessel 17.Kulczyk J., Winter J.: Inland waterways transport (in Polish).
MO - hull outfit mass Oficyna Wydawnicza Politechniki Wroc³awskiej (Publishing
MP - power plant mass House of Wroc³aw University of Technology). Wroc³aw, 2003
MS - mass of hull systems 18.¯ylicz A.: Inland navigation ships (in Polish). Wydawnictwo
n - engine speed Morskie (Maritime Publishing House). Gdañsk, 1979
NW - normal strength steel acc. PRS
P - installed (rated) engine power CONTACT WITH THE AUTHOR
q - vector of qualitative design attributes of vessel
R - permissible region of navigation Jan P. Michalski, Assoc.Prof.
T - draught Faculty of Ocean Engineering
x - vector of numerical design parameters of vessel and Ship Technology,
Zg - predicted height of vessel's gravity centre Gdañsk University of Technology
Zgr - real height of vessel's gravity centre Narutowicza 11/12
Ω - set of acceptable parameters.
80-952 Gdañsk, POLAND
BIBLIOGRAPHY e-mail : [email protected]
1. Watson D.G.M.: Practical ship design. Elsevier, 1998
2. Kupras K., Soko³owski K.: Calculation methods for preliminary
ship design (Collection I) (in Polish). Wydawnictwo Morskie
(Maritime Publishing House). Gdynia, 1968
3. Buczkowski L., Bujnicki A., Szymañski T., Trafalski W.,
Wiœniewski J. : Calculation methods for preliminary ship design
(Collection II) (in Polish). Wydawnictwo Morskie (Maritime
Publishing House). Gdañsk, 1976
4. Aszik W.W., £awkin N.P., Erochowa N.S.: Rasczet massy korpusa
suchogruznych sudow (in Russian). Sudostroenie No 6/1970
5. Nogid L.M.: Theory of ship design (in Polish). Wydawnictwo
Morskie (Maritime Publishing House). Gdynia, 1962
6. Kandel F.G., Koszkin E.A., Fridljanskij A.Z.: Pribli¿ennoje
opriedjelenie massy metalliczeskowo korpusa sudow
wnutriennewo i smieszanowo p³awania (in Russian).
Sudostroenie. No 9/1972
Ship Stability Workshop
7. Dormidontow N.K., Anfimow W.N., Ma³yj P.A., Pachomow After the preceding workshops of the kind held in Great
B.A., Szmuj³ow N.£.: Projektirowanie sudow wnutriennewo Britain, Japan, Greece, Canada, Italy and USA, the 7th
p³awania (in Russian) Izdatielstwo Sudostrojenie. International Ship Stability Workshop was organized in
Leningrad, 1974 China. The interesting scientific meeting of naval archi-
8. Michalski J.P.: Assumptions for a calculation program of hull
tects was held on 1÷3 November 2004 in Shanghai Jiao
weight and weight centre coordinates of inland navigation pushed
barge (in Polish). Gdañsk University of Technology, Ship Tong University.
Research Institute, Research work report No. 131. Gdañsk, 1969 Its program contained 28 papers
9. Michalski J.P.: Description of the calculation program of hull presented during the following sessions :
weight and weight centre coordinates of inland navigation pushed
barge (in Polish). Gdañsk University of Technology, Ship Ü Theoretical Development in Damage Stability
Research Institute, Research work report No.133. Gdañsk, 1969 Ü Damage Survivability Assessment
10.Bogdanow B.W., S³uckij A.W., Szmakow M.G.,Wasiliew K.A., Ü Assessment of Ship Stability Safety
Sorkin D.H.: Buksirnyje suda.(in Russian). Izdatielstwo
„Sudostroenie”. Leningrad, 1974
Ü Theoretical Prediction of Intact Stability
11.Polish Register of Shipping :Rules for the Classification and Ü Experimental Investigation of Intact Stability
Construction of Inland Waterways Ships. Part II : Hull.(in Ü Ship Dynamics with Water on Deck
Polish) 3rd edition. Gdañsk, 2004 and Extreme Waves
12.Polish Register of Shipping :Rules for the Classification and Ü Stability Research in China
Construction of Inland Waterways Ships. Part I : Classification
Regulations (in Polish). Gdañsk, 1997 Authors of the papers represented scientific centres of
13.Michalski J.P.: Computer algorithm for determining hull mass Canada, China, Finland, Germany, Greece, Holland, Ita-
and height of its gravity centre of inland navigation ships – ly, Japan, Sweden, United Kingdom and USA.
verification of the estimated hull mass of SINE 207 ship Among them it was Prof. M.Paw³owski from Gdañsk
(in Polish). Research work report No. 112/E/2004, Faculty University of Technology, Poland, who took part in the
of Ocean Engineering and Ship Technology, Gdañsk University activity of International Standing Committee, and − du-
of Technology ring 2nd session − presented the paper titled :
14.Michalski J.P.: INLAND_SHIP_HULL_MASS.PAS computer
program and complete results of simulating calculations of hull General framework of new subdivision regulations
mass of inland navigation ships (in Polish). Research work
report No. 113/E/2004, Faculty of Ocean Engineering and Ship
Technology, Gdañsk University of Technology
15.Michalski J.P.: Calculation methods for determining ship hull
resistance and its generalized mass, useful for preliminary
design of twin-hull ships of small waterline area (in Polish).
Wydawnictwo Politechniki Gdañskiej, Monografie 24.
Photo : Beata Gis

(Publishing House of Gdañsk University of Technology,

Monography 24). Gdañsk, 2002
16.Paczeœniak J., Staszewski J.: Design of sea-going merchant
ships , Vol. I and II. (in Polish). Wydawnictwo Politechniki
Gdañskiej (Publishing House of Gdañsk University of
Technology). Gdañsk, 1984

14 POLISH MARITIME RESEARCH, No 3/2005

 Design
of yacht ports - marinas
floating platforms, and first of all to anchoring such struc-
tures. There are also given calculation methods mainly for
floating platforms more and more frequently used in yacht
ports - marinas. Due to the presented broad information on
different floating platforms it is possible to make direct use
of it in selecting parameters and solutions of the platforms
functioning both as mooring ones and pedestrian passages.
4. Equipment of yacht ports - marinas
This chapter (of 45 pages) contains information and re-
commendations concerning devices of different types re-
quired for a yacht port - marina. These are : mooring devi-
ces and fenders, electrical installations, water supply, fire-
-fighting and telecommunication systems, devices and in-
stallations for receiving, collecting and carrying away wa-
ste and sewage, fuel supply stations for yachts, facilities for
hoisting, transporting and launching floating units being re-
paired or stored (wintering) in a given port as well as faci-
lities making it possible to properly manage a yacht port -
- marina and to ensure safety to floating units lying in it. To
it belongs also navigation marking which makes it possible
to safely reach an accomodation or repair berth. Summing
up, the chapter covers the main requirements for design and
use of different facilities and equipment necessary in a mo-
dern yacht port - marina.
5. Design of yacht port - marina
A new handbook written by Prof. B. K. Mazurkiewicz In the 5th chapter (of 15 pages) is presented the scope
has been recently published (in Polish) by the Foundation of design of yacht port - marina with drawing attention to
for the Promotion of Maritime Industry, Gdañsk. an appropriate sequence of design tasks to be elaborated,
with reference given to particular chapters of the book. It is
The book consists of five following chapters : assumed that elaboration of design of a yacht port - marina
1. General information on the basis of the proposed scope and course of designing
This chapter (of 46 pages) contains general information would allow to avoid mistakes which usually demonstrate
on yachts, definition and classification of yacht ports as well as late as during operation of a yacht port - marina. The
as information dealing with their development in the light chapter is illustrated by selected designs of yacht ports -
of the integrated management of coastal areas. Moreover - marinas.
prospects for building and modernizing yacht ports in Po-
At the end of the book the used nomenclature and
land are also described.
referred to bibliography (containing 81 items) is attached.
2. Location, general arrangement
In this chapter (of 51 pages) , after presentation of condi-
tions for location of yacht ports, with special attention paid
to those demanded by the environment, are presented infor-
mation and recommendations concerning elaboration of ge-
neral arrangement and spatial plan of a yacht port - marina.
Moreover, parameters of the yacht port - marina as well as of
inland waterways and water areas are described in detail.
3. Solutions of hydro-engineering structures
of yacht ports - marinas
This chapter, the largest (of 136 pages) is devoted to the
designing and construction of different hydro-engineering
harbour structures such as breakwaters, quays, fixed and flo-
ating platforms, mooring posts as well as locks and slipways.
Especially great attention is payed to the breakwaters and Yacht port - marina in £eba (photo: C. Spigarski)

POLISH MARITIME RESEARCH, No 3/2005 15