The verb “project” in Latin means “throw forward”. In practice, the goal of any project or design is to create an object that does not yet exist with a certain number of features. As far as the physical creation of an object is started only after finishing the design, during this process we deal with different models and information. The result of sea terminals design is the documentation which consists of not only the necessary for construction and exploitation information, but also almost all physical, operational and financial parameters of the object. At the same time, the elements of behavior research, i. e. exploration of the output parameters reaction to the change of input ones and the data that were calculated on the previous steps of the design process, are a necessary part of each next step. The variation of requirements to the precision, sustainability and specification of data on different steps of design requires to use different in complexity and precision models to analyze them. The capitalization of infrastructural objects of sea transport, the acceptance of liquidity and the scale of social-economic impact on the society define the special requirements to this branch of activity, which are applied in strict regulation and formulation of rules of all design processes. Particularly, the active rules define the methods of sea terminals design, but this definition has been unchanged for a long time. The great evolution of nature, structure and volumes of data brings a conflict with the documental requirements to the calculations. This research is dedicated to the formulation of general rules of mathematical modelling, used as an instrument of sea terminals design on different steps. In order to achieve this goal, the typical steps of design process, which allow matching the consequence of technological design with the utilization of statistical modelling and queueing theory methods, are included in the paper. A new conception of simulation modelling, which allows connecting gnoseological advantages of this approach with universality of traditional methods, is also included. The saving of universality and objective process of consequent adequacy provement of all described models allows us to make a question of utilization of this instrument in general rules and recommendations of sea terminals design.

The topic of the research is the development of new models and methods to assess the efficiency of port operations of sea passenger ports and terminals in order to effectively plan the work and accurate forecasting of infrastructure development. It is noted that changes in cruise and ferry route networks, especially relevant in the conditions of passenger traffic recovery after the gradual lifting of restrictions due to Covid-19, will directly affect port congestion. It is proposed to include into the sphere of decision-making on management of the sea passenger port the models based on consideration of probabilistic processes of cruise or ferry vessels calls. The Baltic Sea region is chosen as an object of research. The main modern directions in the sphere of sea passenger transportations confirming the gradual recovery of the route networks operation are presented. The flow of cruise and ferry vessels of the sea passenger port “Passenger port St. Petersburg “Marine Facade” is chosen as an object of research. The analysis of loading of berths, the analysis of the size of cruise and ferry ships, the route networks of ferry and cruise lines are carried out. As a result of the research a new stochastic model is presented and comparison with known distribution laws is carried out. Based on the data obtained, a confidence zone for making decisions on port congestion is determined. This area is formed on the basis of an assessment of the study of the dynamics of ship traffic nonstationary intensity, followed by the application of correlation-regression analysis and the characteristics of the random function describing the intervals between individual arrivals of cruise and ferry ships. The proposed model includes the ability to consider different priorities, primarily in terms of vessel length. Digital transport model is built in AnyLogic environment for port congestion study. The received data are used for optimization experiments in AnyLogic software environment with the purpose of complex estimation of the seaport operation for a year. Based on the optimization experiment and simulation, data are generated considering different distribution laws and used for decision making in case of uncertainty for infrastructure modernization. The presented model can be used for substantiation of management decisions both on strategic and tactical levels for assessing the efficiency of investment projects on development of sea passenger ports and terminals.

The issues of simulation modeling of complex transport nodes and systems are considered in the paper. It has been determined that warehouses in seaports act as buffers and smooth out the resulting difference in incoming and outgoing cargo traffic between land and sea transport. When designing offshore coal terminals, choosing the size, layout and equipment of a warehouse is one of the cornerstones. The basic principles for the placement of coal piles, depending on the size and capacity of an open warehouse, the size of ship lots and the average shelf life are provided in the paper. One of the main indicators that determine the correctness of choosing the size and layout of an open warehouse is the coefficient of utilization of the warehouse capacity. Formulas for its calculation are given. The principles of stacking coal in piles are further defined in the paper. There are four main laying methods - conical, chevron, layering and windowed. Next, the dependence of the coal storage density on the mass of the stack and the utilization rate of the warehouse on the average storage time of the cargo is determined. It is concluded that it is possible to fully assess the impact of stochastic events occurring in the terminal warehouse only with the use of simulation modeling. Further, it is determined that mixing and homogenization operations can be carried out in open warehouses. The differences and principles of these processes are given. Approaches to the selection of warehouse equipment and cyclical machines are identified, the advantages and disadvantages of the various types of warehouse machines are indicated. Definitions of technical and operational performance of machines are given. The Anylogic environment is chosen for modeling. Using environment elements, a digital copy of the coal terminal warehouse, serving the material flow - bulk cargoes, is created. Further, a detailed explanation of the principles and approach to creating a digital model is given, the internal and external links of the elements are clarified. In conclusion, information about the options for setting up and managing the model, and brief information about the results obtained are given.

The current achievements and future prospects in international scientific and project activities in the field of sea transportation of carbon dioxide (CO2) for further application in projects in the Russian Federation are analyzed in the paper. The theme is relatively new and actual - the port transshipment and transportation of this new gaseous cargo has been considered by the authors since the early 2010s, the first projects will be implemented by the mid-2020s. CCS (carbon capture and storage) is capture of CO2 from industrial processes, transportation and storage in underground geological structures; it is one of the key large-scale technologies for reducing CO2 emissions at industrial facilities. This causes a growing interest in the development of CO2 maritime transport, which is confirmed by the fact that in the current decade in Europe more than 5 large-tonnage CO2 maritime hubs have been announced for implementation. Maritime transport is a promising type for the delivery of carbon dioxide from territorially remote emitters (more than 1 km) to CO2 injection geological fields, what is confirmedby the scientific researches and feasibility studies. The analysis of the most cited and authoritative scientific sources performed in the paper has shown that significant progress has been made in certain technological areas: the reliability of the technological chain has been confirmed, the transport characteristics of CO2 have been determined, and a conclusion about the advisability of transporting CO2 in ships under medium (15-20 bar, operated by a small-tonnage fleet of food-quality CO2 and vessels for the Norwegian Longship project) or low pressure(up to 10 bar, the greatest prospects are in cost reduction and increase of cargo capacity) has been drawn. At port terminals, operations for CO2 storage in isothermal tanks and loading-unloading through marine loading arms of liquid cryogenic cargoes will be confirmed by 2024 with the construction of the first marine CO2 hub in Norway(Northern Lights). In the study described in the paper, for the first time on the Russian language, the general functional and technological logic of the CO2 maritime transport chain is formed and the best promising available technologies are identified. Eventually based on the results of the analysis, a groundwork for further research and applied work, which has high potential due to the growing demand of the state and industrial enterprises to reduce the carbon footprint, is created.

The object of the study is a seaport as a transport hub with an internal infrastructure consisting of various departments whose actions are coordinated by the management system. It is noted that the introduction of information systems into the port management structure allows coordinating actions between port departments and external partners. The seaport is considered as a system consisting of subsystems, information about the state of which allows to streamline the processes of cargo movement, to carry out the activities of the port for a certain planning period and to make decisions in case of non-standard situations. It is noted in the paper that loading and unloading operations in the port are carried out by means of lifting and transport equipment, which has recently been produced with automatic and automated control. Attention is drawn to the fact that automated loading and transport equipment and related technologies for processing and tracking storage locations of processed goods contribute to improving the seaports efficiency. It is emphasized that the use of information technologies in seaports reduces the errors probability that may occur due to the human factor, contributes to the optimization of technological processes and reduces vehicle downtime. It is particularly noted that the development of information systems contributes to the integration of the cargo plan of the seaport with the shift-daily plan and the arrival of vehicles for processing, which allows for the operational management of the seaport. These data indicate that information resources are an economic value and act as one of the factors of seaport management. The information technologies used in the transport industry are considered and trends in the development of information systems of the port economy are identified in the paper. Based on the analysis of literary sources, it is concluded that the introduction of information technologies in ports contributes to increasing productivity and strengthening cooperation between interested parties in the transport sphere of activity. Smart ports will allow the port industry to interact with external enterprises with higher accuracy, openness and transparency, thereby improving relations and efficiency.

The task of organizing an informative route as an optimal spline trajectory of a moving object with an assessment of the informativeness of the map-aided navigation standard is completed. From the perspective of the planning approach, an optimal geometric path, passing through pre-determined iconic intermediate points, taking into account the avoidance of navigational hazards as “obstacle spots” has been formed. Within the framework of the strategy of informative planning of the spline path, the actuality of solving the problem of synthesizing the optimal trajectory in two variants is noted: by the methods of B-splines and classical polynomial interpolations as the implementation of the tactics of a mobile object movement in a conflict environment. A comparative characteristic of two alternative algorithms for solving the problem, specifying the advantages and disadvantages of each option, is given. As a demonstration of the practical applicability of the interpolation approach, the spline trajectory of an illustrative example in route of map-aided navigation is designed against the background of a contour map of isolines. Emphasis is placed on the possibility of forming the shape of the navigation isosurface due to the effective use of the curvature of the spline trajectory as a reproductive template for constructing an axonometric projection. A forecast about the trends of the possible use of a separate optimal trajectory of the object movement directly for the construction of the informative field profile of any degree of complexity is made. A hypothesis about the feasibility of practical use of chaotic architecture of spline gradients for effective planning of the optimal trajectory is put forward. The fan of spline gradient vectors with a personal orientation in the direction of the maximum change in the navigation function on each segment of the piecewise polyline of the path in the vessel routing procedure is considered. The issue of ensuring the possibility of making a coordinated decision on the vessel management by personnel due to the automated formation of spline trajectories in real time with synchronous representation of geometric computer support to the watch assistant, which allows us to offer integration of the tasks under consideration into the cloud-based intelligent technology of “augmented reality” is formulated.

The topic of the study is the issue of assessing the safety of the use of autonomous type vessels and suitable criteria for the mode of operation, which has a priority status, since currently a large number of prototypes of such vessels are planned to be launched. It is noted that classification societies determine the rules of classification and construction of this type of vessels. Using the method of analyzing the types and consequences of failures, which is well-established in the aerospace industry in the second half of the last century, is suggested in the paper. For this purpose, the concept of risk priority taken from the analysis of the ratings of the failures occurrence and consequences is used. All parameters for determining the priority of risk are obtained during the analysis of accidents of the various types of vessels, including those, which are without crew. The rating of the failure mode occurrence in autonomous navigation, the rating of the failure mode critical consequences and the failure mode detection rating for autonomous vessels are considered. Each of these types of rating includes ten levels. The assessment of failure levels consists of four stages. Initially, it is necessary to identify potential failure modes. Then the parameters of the risk priority concept and the type of failure are evaluated. For each operational mode of operation, namely manual control, remote or autonomous control, the risk priority concept scenario is calculated. The analysis of the calculation results is carried out and proposals are formulated and recommendations of corrective actions are given. The results obtained have shown that under the same conditions, the range of the risk level varies depending on the operating modes of an autonomous vessel. The results are presented in the table of the choice of corrective actions and given graphically for visual assessment and direction of danger. The proposed approach makes it possible to choose the most safe mode of operation for this level of risk, as well as to predict the necessary corrective actions.

The applied significance of the potential capabilities of a container involved in the transportation of goods in the Hinterland zone, which presuppose the external manifestation of its transport characteristics in system interaction with other objects and participants in the process, is investigated in the paper. It is noted that the level of potential (maximum) carrying capacity of a heavy container in the Hinterland zone is a reflection of the organizational and technological conditions of its operation, and the value of the achieved carrying capacity characterizes the level of logistics development at the polygon under consideration. A number of scenarios for container handling organization in the Hinterland zone are classified and described. The dependencies are revealed and a mathematical apparatus for assessing the use of the transport potential of the container is presented. It is emphasized that the task of developing the transportation capabilities of the system under consideration involves reducing the length of transportation routes and developing measures to ensure the most complete loading of vehicles and increasing the average speed of transportation with existing restrictions on related operations (for example, loading and unloading). The problem of calculating the assessment of the development of Hinterland internal logistics as an external factor of transportation is formulated. Attention is drawn to the fact that the development of internal logistics does not depend on the presence or absence of goods in the region at the moment. The influence of the internal logistics development level on the modes of the container terminal operation and its service areas is revealed. It is concluded that the level of using the transport potential of container in the Hinterland zone reaches the estimated level of logistics development only with 100 % container loading in both directions and generally does not affect the organization of the transport process at the polygon under consideration.

The description of an experimental setup for studying the durability of polymer composite materials samples which are used for the sea carrier ships superstructures manufacture is presented in the paper. The structural composition of the installation and methods of applying loads to the test sample are presented in detail. The installation includes a rocking table which simulates the rocking of the ship on which the test sample is fixed with bolted, riveted or adhesive connection methods. In this paper, an analysis of the loads affecting the walls of the superstructure is carried out. In particular, the area of the lower part connected to the main hull of the vessel during the operation of the vessel in marine conditions is analyzed. Acting loads on the test sample simulate the loads acting on the superstructures of sea vessels, in particular, on the junction of the superstructure with the main hull. During carrying out tests on this installation, it is possible to change the values of loads in accordance with the actual loading conditions of ship superstructures. The setup has a universal character and makes it possible to study the durability of samples made of polymer composite materials depending on their structural components, the number and arrangement of layers under certain loading conditions taking into account wind and wave loads as well as compressive loads that arise from the own weight of the superstructure. The calculation results of the stresses arising in the test sample under the action of the loads listed above are presented. The conclusion made proves the relevance and advantages of using the proposed installation for determining the durability of polymer composite materials and the tendency to improve it during further research.

The situation in the ship repair industry taking into account the organization of production, quality management and quality control during the ships repair is analyzed. The necessity of improving the technological processes of ship repair production is proved. It is proposed to continuously improve the production process by reducing losses arising from irrational production management. The introduction of lean manufacturing principles will significantly reduce losses. It is pointed out that it is necessary to solve the problems of providing ship repair production with modern means of non-destructive testing and complexes of new devices in order to improve the processes of quality control of ship repair work, since the improvement of means and methods of control contributes to improving the efficiency and quality of ship repair work. Conclusions that the high quality of repair work is ensured by the exact compliance with the established technology and careful consistent control, starting from the original materials and ending with the testing of finished products are drawn. The lack of preventive control functions, and therefore an active impact on quality, is the main drawback of the existing control system. It is indicated that there are such negative indicators as insufficient depth of theoretical justifications and the sequence of taking control actions, non-compliance with the basic principles of building control systems (centralization and independence of control, quantitative quality measurement, factor-causal analysis), lack of a comprehensive nature of measures and a systematic approach. In the future, it is proposed to create a quality management system that could prevent defects, and preventive control functions would allow systematically improving the quality of ship repair work.

In modern shipbuilding, those enterprises and shipyards that introduce innovative and highly efficient technologies gain an advantage in the competitive struggle. The experience of the largest European shipyards, such as Meyer Werft and Blohm und Voss in Germany, Kvaerner Massa Yard in Finland, Fincantieri in Italy, shows the great potential of laser equipment in creating breakthrough technologies in shipbuilding. The leading role among the developed technologies is played by the technologies of laser and laser-arc welding. Compared to arc welding, laser and laser-arc welding increase the welding speed by 2-3 times, and a decrease in butt gaps leads to a decrease in the need for welding consumables. The approaches to creating a model for predicting the metal structure and mechanical properties of a welded joint in laser welding are discussed in the paper. This will make it possible to establish welding modes at the preproduction stage and obtain the properties of welded joints specified by the designer. This model is based on mathematical calculations of the thermal regime of welding and the process of crystallization of welds. A mathematical model of laser welding is used, taking into account the presence of a vapor-gas channel, which allows laser radiation to penetrate the entire thickness of the weld, which ensures the formation of a deep, narrow weld. The results of the calculation make it possible to determine the shape of the penetration pool and the position of the main temperature lines in the heat-affected zone. For beam welding methods, it is proposed to approximate the surface of the melt pool (crystallization front) by a cubic spline. Its main advantage is that the entire shape of the surface is modeled most accurately and completely, which allows you to build the surfaces of all areas of the bath without excluding any parts. On the basis of such a spline, the predominant direction of crystallite growth, their growth rate in the direction of welding are determined, and the integral characteristics of the emerging primary macrostructure of the weld metal are found. Based on the criteria characterizing the process of crystallization, a prediction of the macrostructure of the weld metal is given.

A method for calculating shock short-circuit currents in marine electric power systems with direct current distribution of electricity is presented in the paper. These systems are widely used in shipbuilding. The calculation of short-circuit currents in such systems has a number of features related to the operating modes of these networks. In the systems with direct current electricity distribution, the generation and consumption of electricity is carried out on alternating current, while the distribution is carried out on direct current. The current standards for calculating short-circuit currents in DC and AC systems in this case cannot be used for a number of reasons. These standards do not consider specific supply sources of short-circuit points (short circuit) and variable rotational speed of valve generators in the various operating modes. AC electric motors (ED), when they are mains powered with DC power distribution via autonomous inverters, supply the short-circuit point on the DC side. Capacitor banks and accumulator batteries connected to a system with direct current electricity distribution are additional sources for the short circuit site supply. The elements of a methodology for calculating short-circuit currents in marine power plants with direct current electricity distribution, taking into account all operating modes and additional sources of short-circuit location recharge, are proposed in the paper. A method for determining the maximum value of the shock current at the short circuit design point of the ship’s electric power system is proposed.

Possible approaches to solving the problem of operational identification of the technical condition of ship power plants are considered. It is shown that the means of technical diagnostics used on modern ships are intended only for effective maintenance and repair of power equipment and they are not adapted for timely provision of information on the technical condition of the ship’s power plant necessary to ensure preventive management in abnormal operating modes. The definition of operational identification of the technical condition as a process of technical diagnostics of a ship’s power plant for the purposes of preventive and emergency management of its technical condition is given. The provision is substantiated that the means of technical diagnostics should not only identify the inoperable state of the elements of the ship’s power plant, but also predict its functioning mode after the shutdown of the inoperable generator unit and provide information to the warning control equipment about the necessary adjustment of external conditions to ensure its trouble-free transition to a partially operational state. It is shown that, unlike existing diagnostic tools, the goal-setting of operational identification of the technical condition of a ship’s power plant dictates the need to take into account such an important factor as the rate of the controlled parameter change, to determine the probable time for this factor to reach its maximum permissible value. The necessity of mandatory identification of inoperable elements of a ship’s power plant and the implementation of control actions aimed at eliminating an emergency situation until the overload of operable units and disabling them by means of protection is substantiated. It is established that the information obtained as a result of identification will allow the decision-making preparation system to formulate recommendations to the maintenance personnel and the preventive protection system about the necessary impacts on the ship’s power plant in order to exclude emergency situations. The main reasons for the overload of the ship’s power supply system are analyzed, algorithms for the practical solution of the problem of operational identification of the technical condition of the ship’s power plant for cases related to the overload of serviceable machines due to the shutdown of inoperable units are developed.