One of the most important tasks of shipping for ensuring the efficiency and safety of navigation is accurately determining the ship position during the voyage. Research on the accuracy of finding a ship coordinates is always at the top of the list of urgent navigational issues, even nowadays with the widespread implementation of state-ofthe-art information technologies and the progress of navigation systems and techniques. If to follow measurement standards, there are two close terms applied in marine navigation in this context. They are “accuracy” and “precision” of measurements, which in principle might confuse the understanding of the task onboard the ship. In marine navigation, the traditional understanding of ship current position accuracy is to assess the impact of a combination of random errors in measured navigation parameters on random errors in computed coordinates. Two-dimensional confidence intervals centered on the fixed ship position serve as a graphical representation of the assessed accuracy, which is algebraically, might be described by the covariance matrix of coordinate errors. As a result of the high level of uncertainty caused by the effect of random errors in real-time measurements, it is impossible to assess the accuracy of ship position during the voyage. The magnitude and mathematical sign of these errors are unknown, and the navigation parameter indications themselves do not provide any information on their accuracy. For this reason, a priori prediction of the precision of navigation parameters associated with certain sets of measurements made in the past under specific standard conditions are used to assess the accuracy of the real-time ship position. This priori data inspires to substitute the concept of accuracy of the real-time ship position with the concept of precision of the navigation system, technique, or device operation, which is essentially the theoretical inconsistency. The purpose of this study is to partially solve this inconsistency. The study outcome is a proposed indicator that, by using information gathered from redundant measurements of navigation parameters obtained in real time without the use of priori data, can indirectly assess the accuracy of the real-time fixed coordinates of the ship position. The indicator concept is based on assessing the area of the real-time figure of errors. This area is limited by its outer contour of position lines and has a high degree of measurement redundancy to guarantee that, the probability of locating the true point within this figure is 100 %. In addition to having high precision features, modern navigation technology also makes it possible to handle a larger volume of measurement data utilizing contemporary technologies, such as Big Data platforms, which do not restrict the number of measurements. Consequently, higher number of navigation measurements can significantly raise the probability of finding the true position in the ensuing complicated figure of errors. The shape of the figure allows for a spatial analysis of the proximity of potential navigational hazards and the ship location, by using, for example, the least squares method. The area of such a figure is a characteristic of the uncertainty (an analog of precision) of coordinate errors, and its minimum area provides the best accuracy. The ability to determine the real-time figure area with sheer certainty of existing the true point in it stimulates the development of the next more technologically advanced and encouraging level of alternative and autonomous methods for determining the vessel position. These methods are based primarily on the possibility of increasing the volume of processed measurement information. It directly relates, for example, to the development of azimuthal methods of nautical astronomy, which make it possible to perform an unlimited number of autonomous navigation measurements in the absence of a visible horizon, which undoubtedly becomes valuable when ships are sailing in high latitude regions, especially during a long period of polar night.

The seismic seabed observations, the current state of the issue and the ways of development of bottom seismic using robotic tools are considered in the paper. An overview of the current types of bottom seismic surveys and their division into two main types — deep-water and shallow-water works and works in land-sea transition zones (transit zones) is given. The main current technologies used in both sectors of the bottom works market are discussed. The bottlenecks and problems of each of the types of technologies used are considered. The technology of self-popup seismic nodes for use in deep and shallow water is presented in detail. The advantage of using this technology for the bottom part of hybrid marine seismic surveys in deep water is shown. Several variants of the prospects for the development of self-popup technology in deep water are presented. Among them, a new direction of seabed seismic exploration in deep water has been analyzed in detail. It consists in the design and use of a large number of Autonomous Underwater Vehicles (AUV), each of which is complemented by the ability to receive and record seismic bottom data. A new technology of robotic surveys based on the use of self-popup nodes without leaving anchor on the seabed and an unmanned autonomous surface vessel-platform has been proposed for the shallowwater sector. The model of the self-popup node without leaving the anchor on the seabed has been tested. An effective way of automatically node deployment to the seabed has been found and tested. Marine tests of the emersion of the proposed model of a self-popup seismic node without anchor using compressed air technology have been carried out. The problems of the proposed model are identified. After that a stable modified version of its emersion under all weather conditions has been found.

The problem of transport services to points with an unequipped coast, a significant part of which is located on the coast of the Arctic seas and the Far East, continues to remain relevant for decades. Unlike the usual practice of cargo operations at berths and roadsteads, in conditions of an unequipped shore, unloading and loading often have to be carried out when the ship touches the ground, and damage to the hull occurs. Sometimes in an emergency, to save the crew and the ship, it is necessary to force the ship to ground. As a result, a system for preliminary assessment of contact conditions during partial running aground is necessary. To achieve this, a mathematical model for the rigid hull of a ship running aground, where the ground penetration is small compared to the elevation of the bow, is presented in the paper. The ship is considered as an elastic beam. It is shown that the first contact between the bow and the ground leads to a high peak load. The vessel then slides partially up the slope, wherein inertial forces in the approximation are considered small compared to ground reaction forces and hydrostatic forces. In addition to force effects, the dynamic characteristics of the sagging body design are taken into account. The resulting solution to the system of nonlinear ordinary differential equations describing the vessel movement when running aground includes longitudinal, vertical and inclined components. The proposed solution will make it possible to calculate the contact forces arising at the moment of contact of the hull with the ground, taking into account the shock load and the design features of the vessel.

The topic of this work is the study of issues related to ensuring the safety of navigation on inland waterways of regional importance located within the territorial borders of St. Petersburg. The issues of improving various regulatory legal acts that have made it possible to increase navigation safety on the Fontanka River, Moika River, Zhdanovka River, Griboyedov Canal, Kryukov Canal and Zimnaya Kanavka are discussed. It is emphasized that the level of navigation safety on those waterways of St. Petersburg, which have received a new status — waterways of regional importance, has been significantly increased due to the extension of navigation rules for ships to them. It is recognized that the decisions to transfer these waterways for maintenance to a state-owned enterprise with many years of experience, which is the Federal Budgetary Institution “Administration of the Volga-Baltic Basin of Inland Waterways” and the need to determine the optimal guaranteed dimensions of ship passages using modern mathematical modeling methods, is quite correct and well-founded. In order to increase the level of navigation safety, it is proposed to ensure compliance with all the requirements of existing regulatory legal documents in the field of navigation safety in relation to navigable bridge spans. It is indicated that it is necessary to determine the estimated navigable level or the maximum navigable water level for bridge crossings and install all necessary navigation signs in the navigable spans for the safe passage of ships.

Automation and digitalization of both the entire process and components of technological operations of the terminal are one of the conditions for the balanced development of the port infrastructure of the Russian Federation. Container transshipment in the warehouse area is the most labor-intensive and frequently performed auxiliary operation of the technological process of any container terminal. That is why development of advanced driver assistance systems for mobile reloading equipment based on a digital twin of this operation is in high demand from the point of view of the terminal digitalization. The object of the study is the technological process of containers transshipment in the operating areas of the terminal with formation of auxiliary stacks to speed up the transfer of goods by the different transport means, as well as carrying out other auxiliary operations. The reloader performs the operation of partially dismantling the operational stack with removal from it of a certain number of target containers that make up the logistics flow of cargo moved to the auxiliary stack with the subsequent return of the blocking containers back to their previous stacks of the operational stack. The research method is the modeling of scenarios depending on the sequence of possible states of the simulated technological process. The used mathematical apparatus is automatic programming. The modeling tools are deterministic finite state machine. The main goal of developing the model is to convert the loader control function when performing a selective search operation for containers in an operational stack into a digital code, i. e. mapping the sequence of its possible states into a sequence of characters in the control line of the machine. The result of the study is a digital simulation model of the operation of selective removal of containers from the operational stack with implementation of the work scheme based on the principle of complete disassembly of blocking stacks and removal of containers only from the nearest row, as well as proof of the adequacy of the transition diagram of the finite state machine to the functioning mechanism of the simulated operation. The virtual environment of the automated control system for a mobile loader operating in the rear zone is the place where the digital model of selective removal of containers is used in the architecture of the digital twin of the container terminal. The main advantage of using this version of the finite state machine as an element of the automated control system is that there is no need to urgently interrupt the technological process to adjust operation of the loader at work positions.

Nowadays, modeling, in particular simulation, is becoming one of the most common methods of analysis and design in the field of transport. A large number of tasks in this area are related to the construction and study of the characteristics of routes on a plane. The use of computers as a tool for this first and foremost requires the creation of adequate and efficient ways to represent these routes in waters and territories in a computing environment. The classic representation of this kind is discrete space, in which each element of the physical surface is one-to-one mapped to the element in the computer memory. As a result, a rectangular array of data is correlated with the real physical space, each element of which contains certain properties of the original object selected for modeling, the composition of which is determined by the specifics of the task. This method of representation is considered to be the most efficient from a computational point of view. At the same time, it has a significant drawback, which is explained by the different nature of the properties of the original object and its computer model, namely, the continuity and discreteness of the basic representations. Any curves and even straight lines that are not orthogonal to the coordinate system are depicted in the form of stepped fragments, which can sometimes lead to the loss of the most basic characteristics. The most obvious example is the difference in these representations of distances, or proximity metrics: Euclidean and Manhattan. In addition, the digitization of curvilinear objects, understood as their transfer from a continuous geometric plane to a discrete space, is a complex and ambiguously solvable task. An efficient and objective algorithm used to solve this problem is described in the paper.

The problem of optimizing the process of loading a tanker with oil products is examined in the paper. A common oil terminal layout is briefly described. The handling time for all scheduled vessels (minimization of this indicator is required) and the total time of vessels in queue (minimization is also required) are selected as optimality criteria. It is noted that this problem is interconnected with the problem of berth allocation, known in the international scientific literature as the berth allocation problem (BAP). The current state of the BAP is considered, and the development of this problem is analyzed. It is noted that research on this topic mainly focuses on container terminals and, to a lesser extent, on terminals specialized for bulk cargo. The number of BAP studies for oil terminals is not large. The task of developing a spreadsheet-based mathematical model, which would make it possible to compare berth allocation options at an oil terminal and select the optimal one, is set in the paper. The main variables of the model, their relationships, accepted assumptions and scenarios are described. Simulation results are presented and they clearly demonstrate the difference between the conditional option of the complete absence of dispatching at the terminal and the option of rational dispatching, i. e. rational distribution of vessels among berths. It is noted that even with an insignificant difference in the moment of completing the handling of all scheduled vessels, there is a significant difference between the total duration of vessel downtime. Conclusions and main possible directions for further research on this topic are formulated.

The topic of the study is the organization of combined shipments transportation using container technologies, which is a complex multi-purpose decision-making task both technically and economically. The complexity of this task is due to the fact that when choosing an option, making a decision on transportation, many criteria and requirements, which often conflict with each other, have to be taken into account. It is noted that currently almost all mathematical methods for optimizing transport processes are designed to find the extremum of one objective function. Therefore, in the course of solving transport problems, multi-purpose tasks are often reduced to single-purpose ones and, as a rule, lead to a distortion of the problem essence and, as a result, to the substitution of one task for another. At the same time, in modern transport science, there is no established approach as to which transportation indicators should be considered alternative when solving problems with several target functions, since they tend to minimize the set of acceptable options at various points. A method based on making compromise decisions is considered in the paper. It consists in organizing transportation based on a balanced decision, in which, in a certain proportion, all accounting factors for organizing the combined shipments transportation from the marine terminal territory to the interior of the mainland using established and promising technology for applying new means of cargo consolidation, namely, cargo delivery range using container technologies, transportation cost and time. When using this method, it is assumed that not an unambiguous answer, but a whole range of rational proposals for decision-making by the responsible person will be received.

The configuration of the spline trajectory with the integration of the sleekness criterion into the optimization of the path when moving a marine mobile object in a given direction, taking into account restrictive navigational obstacles, is considered. The smoothness of the trajectory is investigated as the use of the possibility of avoidance of nogo area due to the organization of variable flexibility of the spline structure as the realization of the possibility of rapid dynamic redevelopment in case of unavailability of the initially chosen path. The understanding of intelligent path planning as effective routing is argued with the strategic compliance of the condition for the fastest possible achievement of the goal of the shortest movement in a conflict navigation environment. The phenomenon of cubic B-spline approximation is substantiated as a rational means of synthesizing a path line, since the planned trajectory can be generated in a segmented manner for different variations of the curvature of an algebraic curve based on a balanced combination of isogeometric constraints with optimal arrangement of nodes. The variable generation of the spline shape is performed by coordinating grid points with finite functions while interactive implementing the smoothing effect. It is concluded that heuristic variation of smoothing parameters makes it possible to obtain B-splines of various geometric evolution with the possibility of transforming the multi-link structure of the ship motion line without the need to form a fundamentally new route. The hypothesis of spline structures stability due to the piecewise architecture of the spline, when local violations of mathematical composition do not critically affect the overall task of modeling the trajectory configuration is put forward. The expediency of using variable simulation of a maneuverable trajectory in real time for path planning due to the operational bending of cubic B-splines in order to avoid any collisions is noted. As a demonstration of the practical applicability of constructing the optimal configuration of the spline trajectory, two different variants of the spline route in real time are designed in the form of sequential computer screenshots. The issue of providing automated route formation with synchronous representation of geometric computer support of a safe way line to the watch assistant, stimulating the possibility of intellectual assistance to the navigator in using the strategy of instantaneous adoption of an agreed decision on ship management by providing situational awareness, is actualized. The developed algorithm has been tested as a harmonized support for the navigation staff in the organization of effective routing. A hypothetical use of a planned approach for calculating the trajectory of a marine autonomous surface vessel in order to practically form the concept of unmanned navigation is proposed.

The current state of the fishing fleet of the Republic of Crimea is analyzed in the paper. The problems of its insufficiently effective use and low rate of development are shown. The reasons for this are largely the moral deterioration of ships, the main and auxiliary elements of their power plants and the irrational organization of the fleet technical operation system. The analysis makes it possible to identify the reasons for the low competitiveness of special fishing equipment in operation, which plays an important role in the management of aquatic life. The main reasons include the imperfection of calculation and design methods, the incompleteness of the regulatory framework for calculating operational loads, the lack of developed automated control systems and appropriate software that would adequately take into account the specifics of the fishing equipment operation. When creating new lifting equipment for a fishing vessel, it is necessary to apply a systematic design method in order to ensure the required indicators of power, load capacity, speed, energy performance, load stability, operational and environmental safety, as well as economic efficiency. Modern methods of designing machines and mechanisms involve the development of adequate mathematical models that reproduce their states in space and time under the influence of operational loads, taking into account internal and external factors. An algorithm for operational cost analysis using a mathematical model of a lifting device drive system is described in the paper. The design and modernization of fishing equipment using the proposed algorithm will ensure a balance between the operational and cost characteristics of the equipment, which is a prerequisite for the creation of modern competitive marine equipment.

The process of widespread implementation of automated information management systems in industry, energy and transport is studied in the paper. It is noted that an increase in their complexity inevitably leads to the emergence of various kinds of vulnerabilities in these systems, the presence of which allows attackers to penetrate automated control systems, take control of them, and also disrupt the normal operation of the technological processes they control. It is emphasized that over the past decade, successful cyber attacks have been recorded in the energy sector, including nuclear, in maritime shipping, in port transshipment complexes, as well as in other systems. A preventive approach to ensuring the security of automated control systems is to identify and exploit existing vulnerabilities by simulating possible cyber attacks. It is noted that automation of such a rather labor-intensive process as “penetration testing” allows reducing time, financial costs and other resources. The main methods for identifying vulnerabilities, including the use of artificial intelligence, have been studied. The presented approach to optimizing the penetration testing process in automated process control systems uses machine learning algorithms. Preference is given to machine learning with reinforcement, which is based on the Deep Q-learning algorithm. The integration of network scanning methods, building an attack graph and training neural networks to effectively identify vulnerabilities and risks in network infrastructures is proposed in the paper. To build an attack graph, the MITER ATT&CK knowledge base using the GBVA Framework is utilized, and the Deep Q-learning algorithm is used to select optimal actions during testing.

Two scenarios for the use of unmanned systems for marine passenger terminals that are identification of passengers at the terminal and tracking of moving objects are considered. The experimental study and the developed automation routines for identifying passengers were carried out on the basis of the laboratory of unmanned aircraft systems of Saint-Petersburg State University of Aerospace Instrumentation. For passenger terminal models, flight tasks of unmanned systems are simulated in the specialized Gazebo environment. Based on a series of experiments, it is found that the chosen method of histogram of oriented gradients provides a high level of accuracy and reliability. It is noted that the Matthews correlation coefficient, which reaches 95.09%, indicates a high degree of consistency and quality of binary classification of machine learning methods. During testing, the oriented gradient histogram method has showed that those with lower results in accuracy have received high results in sensitivity (reminder), which is 97.53%. This indicates that the use of this method can effectively minimize the number of false negative results, which is especially important in tasks where missing and losing an object during its identification can have serious consequences. As a result of the research carried out, the effectiveness of using the presented method is proven. The effectiveness of the developed new subprograms for passengers and other specified objects automatic identification, as well as the identification and tracking of objects for the first time when they are considered in the systems of marine passenger terminals, is also proven. It facilitates management and contributes to increased safety levels and monitoring effectiveness.