The current state and issues of standardization of hydrographic surveys performed for engineering purposes on inland water areas, coastal zone of the seas and continental shelf examined. There is a variety of existing regulatory documents based on outdated norms and rules of traditional analog hydrography issued more than forty years ago. There are a number of regulatory documents governing the survey of the bottom relief in order to ensure hydraulic construction, dredging, construction of structures on the continental shelf, as well as special surveys on the downstream of hydroelectric power plants that do not meet modern requirements. These documents have been updated several times in recent years, however, their content has not fundamentally changed and still remained inconsistent with modern technological capabilities of international hydrography. In the 90s of the 20th century, there was a technological breakthrough in the development of means and methods of hydrographic research, which was first reflected in the fourth edition of the S‑44 Standards of the International Hydrographic Organization. The fourth edition of the S‑44 Standards marked the beginning of a new era of modern digital and electronic hydrography, based on the concept of “survey orders,” due to the new capabilities of global navigation satellite systems, multibeam echo sounders and electronic hydrographic information systems. The new paradigms of digital hydrography, first introduced in the S‑44 Standards, Edition 4 (1998), were developed in the 5th (2008) and 6th (2022) editions. The paper analyzed the main norms of the current regulatory documents of engineering hydrography adopted at the beginning of the 21st century: RD31.74.04–2002, SNiP 11–02–96, SP 11–104–97, SP 11–114–2004, as well as similar documents of the last decade: SP 317.1325800.2017, SP 47.13330.2016 and SP 504.1325800.2021. It is shown that all these documents are based on the conceptual provisions of analog hydrography contained in the Rules of the Hydrographic Service № 4, part 2, published by the Main Directorate of Navigation and Oceanography of the Ministry of Defense in 1984. Particular attention is paid to the criteria for assessing the survey quality (precision, accuracy and reliability) of the results of bottom topography. In particular, the assessment of the precision of the horizontal and vertical position in analog hydrography according to the Rules of the Hydrographic Service № 4, part 2, is carried out with a confidence probability of 63–68 %, while the S‑44 Standards use a confidence probability of 95 %. As a result, the permissible uncertainty of the corrected depth according to the S‑44 Standards is twice as high as according to the domestic rules of the hydrographic service and some current regulatory documents of engineering hydrography. It is noted that some of the current regulatory documents of engineering hydrography do not take into account the new capabilities of hydrographic hydroacoustic equipment, including multibeam echo sounders, bathymetric side scan sonars and lowfrequency echo sounders for studying the bottom relief and the upper part of the bottom section for engineering and other scientific purposes. It is indicated that the new paradigm of the S‑44 Standards (2022) is the introduction of the concepts of “bathymetric coverage,” “object detection” and “object search” which led to the possibility of implementing a new tool the “specification matrix” for design and formation of brief hydrographic survey characteristics, also appropriate for the engineering surveys. It is noted that the new Russian specifications for the performance of both traditional and engineering hydrographic surveys, based on the Standards of the S‑44 International Hydrographic Organization, are absent, and their development, coordination and approval is urgently needed.

The study focuses on the impact of the metacentric height of container ships on the reliability of container securing systems in order to prevent container loss overboard, which is a significant issue in the shipping industry. It is noted that the increase in ship capacity is achieved by increasing the number of layers of containers stacked on deck. Dynamic loads on the securing means of containers stowed in the upper tiers of container stacks are increasing, that can be particularly dangerous in the intense rolling conditions. It is noted that the international shipping community is well aware of the significance of this issue and is working to develop solutions. Assessment of the expected reliability of securing systems and prevent container loss through a comprehensive analysis of relevant factors is considered. The complexity of this assessment lies in the presence of many uncertainties in the calculation algorithm. These uncertainties are supposed to be quantified taking into account the accumulated experience and statistical data within the framework of the TopTier industry project. Existing methods and calculation algorithms do not take into account the fact that the actual height of the center of gravity of containers differs from the accepted value. The goal of this article is to study the effect of the actual metacentric height of a container ship on the parameters of rolling and the loads on containers and their securing means depending on it. To do this, using the example of a real ultra large container ship, a comparative analysis of the effect of metacentric height on the rolling acceleration was performed. The effect of the rolling acceleration on the loads acting on the deck container stack has been shown. The necessity to take into account the actual height of the center of gravity of containers is justified for the correct determination the metacentric height of the container ship and calculation loads in order to ensure the safety of operation of container ships and prevent containers from being lost overboard.

The topic of the study is to identify patterns of development of export cargo flows of grain crops from the southern regions of the Russian Federation. The analysis of the volumes of grain shipments from the ports of the AzovBlack Sea and Caspian basins separately was carried out. The main consumers and importers of Russian grain are highlighted, as well as the main directions in the transportation of grain cargoes from the southern regions of Russia. Various standard sizes of bags involved in the transportation of this category of goods are considered, as well as the reasons for their use in the export of Russian grain from the ports of the Caspian Sea and the Black SeaAzov basin. The main types of grain crops to be exported from the southern regions of the Russian Federation are noted, including their shares of the total volume of all transported grain. The dynamics of changes in the volume of transportation of individual grain crops from the ports of the Black SeaAzov basin and the Caspian Sea, respectively, is presented. The trend towards a stable annual increase in export cargo flows of Russian grain is analyzed. The seasonality in the export of the studied category of goods is considered, annual temporary peaks in the curves of cargo flows corresponding to a sharp increase in the volume of grain shipments are highlighted. The presence of patterns in the behavior of the curves of grain export cargo flows from the southern regions of Russia is noted, manifested in the similarity of the shapes of the curves of transportation volumes over various years, as well as in their desire to approach the average curve of cargo flows calculated for the entire analyzed period. The question was raised about the possibility of taking into account the trends under consideration when forecasting changes in the volume of grain export shipments from the ports of the Black SeaAzov and Caspian basins.

The article describes the results of completed research aimed at clarifying the primary base of methods for technological design of ports and terminals. Along with the main parameter expected annual cargo traffic, the key for all such calculations is the structure of the ship traffic that implements this cargo flow, or the flow of the fleet of ships that sell cargo traffic. Each type of vessel is characterized by its own parameters, which determine the duration of service in the port and, ultimately, the occupancy of berths. Traditional analytical methods, without disputing the randomness of the nature of all initial and intermediate values, prescribe the use of average values for the assessment of final technological resources, correcting the results obtained by coefficients of engineering ignorance. This assumption, which makes it possible to use simple algebraic methods for working with deterministic quantities, excludes the emergence of any means of estimating the possible dispersion of values around the obtained average values. In the practice of investmentintensive facilities, such as seaports, the degree of dispersion of parameters characterizes the probability of errors of the first and second types: the creation of insufficient capacity, leading to losses from waiting in the queue for service, and the creation of excess capacity associated with the loss of excess capitalization. There is no objective measure that determines the balance between these losses, since the decision is purely entrepreneurial, based on the risk of losses and possible gains. This study describes a tool that allows you to make appropriate entrepreneurial decisions fairly objectively.

The paper examines vessel designs and existing vessels for the transportation of hydrogen in its various aggregate states and chemically bound forms. The aim of the study is to determine the optimal method of transporting hydrogen by sea in terms of specific carrying capacity. The objective of the study was to establish the relationship between the size of the transported commercial batch of hydrogen (taking into account its form) and the technical and operational characteristics of the vessel for its transportation in relation to each of the possible methods of storing hydrogen on board. The approach used made it possible to determine the optimal options in terms of specific carrying capacity for the marine transportation of hydrogen on ships with a displacement of 25…80 thousand tons. It was determined that LPG gas carriers and chemical tankers for transporting ammonia and methanol, respectively, are optimal in terms of specific carrying capacity in the displacement range under consideration. Conceptual designs of vessels for transporting hydrogen in “pure” form (compressed or liquefied) have shown insignificant results. An intermediate position is occupied by the method of transporting hydrogen using liquid organic carriers.

The reliability of channel forecasts, performed using mathematical modeling methods in the design of engineering activities on shipping rivers, largely depends on the accuracy of the assessment of hydraulic resistance and sediment transport parameters. Therefore, the hydraulic resistance of natural channels is one of the largest problems in the dynamics of channel flows and is the object of close attention of scientists. In the resistance of natural channels, roughness appears in three forms: the first of them is the roughness of the granular surface of the bottom; the second is the roughness created by boulders and the third type is the roughness of microforms: ripples and ridges. Channel mesoforms also contribute to the resistance to water movement: spits, side streams, middle streams, islands, bends of the channel and such complex formations as riffles. This type of resistance is usually called the resistance of the channel form. The resistance of the natural channel shape due to the movement and deformation of mesoforms can change significantly over time. The complexity and insufficient study of this issue significantly limit the possibilities of a theoretical approach to its solution. Therefore, the obtained results are mainly empirical or semiempirical in nature. The paper presents the results of experimental and field studies that allowed us to identify the main features of flow movement in winding sections of rivers. One of the features of flow movement at channel turns is the possibility of additional energy losses. The total resistance of a curved section of a channel is made up of three main parts: the resistance of the granular surface of the bottom, the resistance of the bottom ridges, and the resistance of the channel shape. The additional resistance created by the bend depends on the curvature of the channel, the rate of change in depth along the length of the bend, and also reflects the impact of side streams formed near the convex bank on the flow.

At present, there is a problem on inland waterways located within the boundaries of large settlements to ensure monitoring of vessel traffic, including small vessels. This situation is due to limitations on the use of traditional means of monitoring of inland waterway vessels, caused primarily by restrictions on the use of radar systems and radiotechnical means operating in the ultrashortwave frequency range within the city limits. At the same time in large cities of the Russian Federation implemented and successfully used video surveillance systems. The system operating in the city of Moscow to monitor the water area within the city as part of the city traffic control system is considered. Most of the sections of inland waterways located within the limits of St. Petersburg fall within the range of the cameras. The article considers possible approaches to use the city video surveillance system for monitoring the water area within the city limits of St. Petersburg. The paper describes technologies based on artificial neural networks potentially suitable for identification of ships and determination of their exact location at a given moment of time. Advantages and disadvantages of the considered methods are analyzed, as well as a variant of solving the inverse problem of bearing of ships (from the shore) using video surveillance systems consisting of two cameras is proposed. The algorithm of the system operation for identification and determination of vessel movement parameters is proposed. Domestic and foreign experience of solving the problems of vessel identification using video surveillance systems, as well as determining the parameters of vessel movement is analyzed. Several neural networks (object detection, text recognition) are proposed as a solution as a basis for further study of the described problem.

The article discusses a method for measuring deviations of the deformed axis of a ship’s hull form the initial (non deformed) position that arise with a general residual bend or deflection. The Rules of the Russian Classification Society (RCS) and the Rules of the Russian Maritime Register of Shipping (RMRS) do not have standards for assessing the main characteristics of such deformations (the maximum bend of deflection arrow). Nevertheless, this defect has a significant impact on the overall strength and reliability of the ship’s hull in operation and can cause sudden failure. The presence of general residual deformations of the hull not only negatively affects the strength and reliability of the hull, but also complicated cargo operations and leads to errors in determining the amount of cargo in the tanks of tankers. The result of the research presented in this article is a new technique for measuring deviations of the hull axis of a ship with general residual deformations from its initial nondeformed state, mathematical dependencies for calculating the exact coordinates of the deformed hull axis. This will make it possible to more accurately assess the level of overall strength of the hull, and, if necessary, develop a technological process for elimination the overall residual bend (deflection). The procedure for determining the parameters of general residual deformations is further complicated by the fact that the maximum inflection (deflection) arrow obtained from the measurement results also includes an elastic component. The developed mathematical dependencies make it possible to exclude from the maximum arrow of bend (deflection) obtained as a result of measurements the elastic component caused by the load acting on the ship’s hull. A device has been developed for recording deviations of the axis of a deformed ship’s hull from the initial (nondeformed) position. The new measurement technique and this device will allow measurements not only when the vessel is on a slip or in a dock, but also afloat at quay wall. Due to the fact that the geometric characteristics of the section along the length of the ship’s hull change, the optimal number of measured sections (5–7) in the area of the cylindrical insert is justified, with the length of each section a multiple of the frame spacing. An example is given of calculating the ordinates of the residual curved axis of the body based on the measurement results and determining the curvature in each of the deformed sections.

This article is devoted to the problem of increasing the reliability of special power drives designed exclusively on the basis of cylindrical gear ordinary and singlerow planetary mechanisms that allow you to create multifunctional, hightech products endowed with equalizing properties that eliminate overestimation of the mass of nodes and the associated mass of metal structures, provide the product with high technical, economic and operational performance. Complex composite gears with a differential are considered, in which all links are movable, which allows it to work with various functions of branching power flows: distribute movement to several consumers; summarize several independent movements requiring rotation of their input links in one or different directions; create systems with superimposed adjusting motion and systems with stepless regulation, as well as solve other tasks. The main attention is paid to torque distributors, which, with one leading link, have several driven links. Distributors with two slave links are most often used in marine and crane equipment. The development of the theory of transmission of such devices has its own characteristics and is impossible without taking into account their energy kinematic state. The properties of the differential mechanism are formulated and analytical dependencies are built on their basis, with the help of which it is possible to create a distributor with specified kinematic, power, and energy parameters, taking into account the schematic layout requirements. To increase the reliability of distributors with a high value of the total gear ratio, solutions have been developed that simplify the design of the power drive; for structures providing a given misaligned arrangement of the drive shafts, solutions have been proposed that exclude the presence of open gears. All this taken together will contribute to the development of scientific approaches to the design and design of modern models of power drives.

The operation of vessels in the waters of the Northern Sea Route imposes additional requirements on ship mechanical equipment in accordance with Chapter 6 of the Polar Code. The most urgent scientific tasks include the following: designing new iceclass vessels for operation in the Arctic and extending the service life of the existing Arctic fleet, which should ensure operability at low air temperatures. Forecasting the service life of marine mechanical systems, taking into account the effects of external cyclic loads and the marine corrosive environment, is a complex complex task, for which it is necessary to consider all stages of the life cycle from design to the moment of termination of their operation. In order to improve the existing methods of reliability assessment, accidents on ships operating in Polar waters were considered. A resource management program is proposed that allows you to systematize organizational and technical measures not only during operation, but also allows you to make forecasts at the design stage. A risk management program is proposed that allows you to link organizational and technical measures aimed at identifying the elements of marine mechanical systems that most need attention, thereby effectively distributing maintenance. At the stages of the life cycle, a multilevel reliability assurance system is proposed, including three levels of assessment: reliability management; resource management and risk management.

The article is devoted to the study of the patterns of combustion of lean methaneair mixtures in marine internal combustion engine. Literature review shows that the implementation of combustion technology for a homogeneous lean methaneair mixture will increase the compression ratio, reduce fuel consumption and improve the environmental engine performance. However due to an increase in misfires and a decrease in the speed of flame propagation, the combustion of lean methaneair mixtures remains an unresolved problem. The article studies the influence of the excess air coefficient (from 1 to 1.4) on the turbulent combustion regime (assessed by the Karlowitz and Damkoehler criteria), the completeness and rate of fuel combustion. It was revealed that depletion of the air fuel mixture under conditions of intense turbulence leads to an increase in the Karlowitz criterion and a decrease in the Damköhler criterion. This indicates that the rate of chemical reactions in the flame front decreases, as a result of which the combustion process is characterized by stretching and rupture of the flame front. Therefore, to intensify the combustion of lean methaneair mixtures, it is advisable to increase the average speed of the vortex flow, and not the intensity of turbulence. A study of the influence of the excess air coefficient on the completeness and rate of fuel combustion showed that depletion of the mixture leads to a decrease in the completeness of fuel combustion from 93.5 % (at α=1) to 83 % (at α=1.4). The combustion rates also decrease and their maximum values shift from 13° (at α=1) to 24° (at α=1.4) degrees after top dead center. Therefore for efficient engine operation on lean mixtures, it is necessary to increase the fuel combustion rate through additional swirling of the gasair mixture or the use of combustion promoters.

The paper considers a method for increasing the efficiency of closedloop cooling systems of ship power plants that exclude the consumption of seawater. It is noted that currently widespread openloop cooling systems that provide for the consumption of seawater are subject to clogging, especially in polluted waters, which can lead to a shutdown of the power plant. Attention is drawn to the fact that, especially when operating a vessel in areas of intensive fishing, significant damage is caused to fish resources, and plankton as the basis of the food chain is intensively destroyed. An intensification of heat removal processes is proposed, which allows reducing the weight and size indicators of closed systems, thereby ensuring their wider implementation in shipbuilding. The objective of the study is to determine the most effective methods of such intensification. Using a ship casing heat exchanger as an example, the possibility of using gasliquid jets for this purpose was studied. Visual and thermal engineering studies were carried out on models of casing devices. The worst conditions of their operation (heat transfer under free convection) were simulated, when the outside water is motionless relative to the vessel hull. Visual studies showed that the emerging air bubbles have transverse pulsations that destroy the wall boundary layer formed along the heat transfer surface, which impedes the heat removal process. Thermal engineering studies confirmed a significant (ten times or more) increase in heat transfer. Moreover, this effect increases as the temperature difference between the heattransfer surface and the outside water decreases. This is important when the vessel is in equatorial waters. This method of process intensification is compared with the case of creating (for example, by means of a pump) a local flow of intake water along the surface of such a heat exchanger. It was determined that the latter is inferior in efficiency to gasliquid jets. It is concluded that the use of this fairly simple method of intensifying heat removal of closed cooling systems will ensure their wider implementation in shipbuilding practice.

The paper considers the situation of using an unmanned aircraft system to perform autonomous flights between cargo port areas, for example, to collect data for building digital spatial models or to transfer a certain type of cargo. It is noted that due to the considerable size and remoteness of cargo terminals from each other it is necessary to place a network of automated charging stations. The efficiency of autonomous flights is substantiated and a new model of flight assignment of an unmanned aircraft system is given for solving the routing problem, taking into account the location of charging station sites, for example, in cargo port areas. To solve the set tasks, a new hardware system for charging unmanned aerial systems considering a receiver module with a coil on board and a ground landing system for charging is considered, circuit diagrams are given and constraints for performing the battery charging process are specified. The fragments of programme codes of automation of the graphical interface of the webserver with display of all parameters and calculation of the coefficient of efficiency at charging are resulted. The choice of Arduino IDE software environment is justified. The possibility of using the developed automated station for battery charging for a large class of drones of mulitirotor type is noted. On the basis of a series of experiments in the flight research field of the laboratory of unmanned aircraft systems of the SUAI, it is established that the charging station together with the receiving module managed to achieve the efficiency of charge transfer at the level of 73.7 %. The obtained values of efficiency allow to draw a conclusion about the possibility of practical use for real transport tasks and the possibility of network deployment, in particular, on the dedicated specialised areas of the cargo port. The developed automation subprogramme for the deployment of a network of charging stations (e. g. in different areas of the port) allows to create an information system for monitoring the operation of charging stations, which significantly increases the controllability and reliability of the system.