The assessment and forecasting of the dynamics of sedimentation in shipping channels is a crucial aspect of ensuring year-round navigation for large-tonnage vessels in the waters of the Northern Sea Route, as the Arctic seas and the straits connecting them — especially in the eastern sector — are shallow and require dredging to maintain guaranteed safe depths. This paper describes a developed method for assessing and forecasting the dynamics of sedimentation in shipping channels within the waters of the Northern Sea Route. The main features of dredging conditions in the Arctic seas are highlighted, including the presence of ice for 8–9 months each year, during which dredging is impossible, and a short (3–4 month) period of open water when dredging becomes feasible, while transport vessels and icebreakers navigate the channels year-round. In addition to traditional factors influencing sedimentation processes in sea channels, such as wind-wave phenomena and currents, the propellers of large-tonnage transport vessels and powerful icebreakers also exert a significant impact. This is due to the considerable draft of vessels and the shallow depths of the channels. The theoretical basis of the sedimentation model is presented, which is based on experimental data obtained from bottom relief surveys using multibeam echo sounders. The stages of processing field data for their preparation and application in the mathematical model of sedimentation are detailed. The results of forecasting the calculated sedimentation volumes and their corresponding confidence intervals are provided.

The concept of approximating of a ship’s domain on the ground of the continuous deformable media is considered as a continuous set of points of the multifocal ellipse. It is also applicable in the navigational hazards clearing problem. The configuration of the multifocal ellipse ship’s domain allows to present more accurately the information of the various kinematic and dynamic parameters of the vessel’s motion and generate the control actions to ensure safety of navigation. If ship’s domain is formalized as the multifocal ellipse safety of navigation requires the development of the principles of control actions on the kinematic level. The non-trivial problem of determining the positions of the special points on the ship’s domain: the closest point on the ship’s domain to the navigational hazard, intersection point with the relative motion line, and the “extreme” points arises. Due to the nonlinearity of the multifocal ellipse equation, variations of the size and shape of the ship’s domain caused by the ship’s movement and the current navigation situation, the represented results are grounded on the classical navigational position fix method — the generalized method of the position lines. The general provisions of the research are supported by the infographics and are brought to practical application. The formalization of the proposed methods in the automatic navigation or in autonomous ship’s control systems will enable the navigator on board or operating the vessel remotely to solve the various navigation problems on a new level and in interconnection with traditional methods of safety of navigation monitoring.

The research addresses a comprehensive assessment of effective supply chain management for bulk cargoes transported in heavy-duty containers to marine container terminals for accumulation and shipment to sea vessels. The relevance of the topic arises from the fact that containerization, which has widely covered various cargo categories, has largely overlooked massive, relatively inexpensive bulk cargoes. These are successfully transported using soft, light-duty containers that require indoor storage facilities, which container terminals typically lack. The task is conditioned by the need to synchronize logistics flows, since managing the terminal’s functional scheme demands a systematic approach to developing a model for the movement of adjacent transport modes, setting the rhythm for the delivery of trucks and railcars for unloading and loading, and considering several other factors. It is emphasized that modeling container handling schemes at a marine terminal directly depends on its throughput, which is calculated based on the port’s storage area capacity — within which a certain number of containers can be accepted for processing and storage — and the availability of mechanization equipment required for their handling. This paper considers the possibility of organizing the terminal’s technological processes based on reducing container storage space under various operating conditions of the transport system, specifically during vessel loading delays caused by meteorological or other reasons. In conclusion, the proposed container handling schemes can help reduce costs for transport process participants, maintain the set deadlines for cargo receipt and processing, and ensure the rhythm and reliability of technological operations at marine terminals.

This paper presents research aimed at studying the hydraulics of the filling process of navigation locks with a head supply system feeding from beneath flat lifting and lowering gates. In particular, the problem of compensating the first reverse peak of the hydrodynamic force by varying the area of the filling opening is considered. The change in the filling opening area was analyzed both for cases of constant size and for cases of reduction. In a theoretical experiment, the timing and intensity of the change in the filling opening area were synchronized with the wave propagation speed in the lock chamber. The first release wave formed at the start of filling must be compensated by a second wave, which is forcibly created by reducing the cross-sectional area of the filling opening, followed by its increase. The parameters of the second compensating wave were determined so that its interaction with the first release wave eliminates the first peak of the reverse hydrodynamic force. The mode of changing the filling opening area was also studied. To achieve this, theoretical methods based on solving unsteady water motion equations were used, allowing determination of free surface fluctuations in the lock chamber, including at the initial filling stage. The results show, for various vessel displacements, the dependence of hydrodynamic force magnitude on the modes of filling opening area change and on the related increment of water flow. The findings can help create safe locking conditions for both current and future unmanned vessels.

This research focuses on developing a simulation model to determine an optimal method for distributing the incoming flow of cruise and ferry vessels within a passenger seaport or terminal system. The study presents a new software tool that, based on flexible interface configuration, can be applied to various maritime passenger terminals with multi-scenario modeling capabilities, aimed at refining the technological design methods of maritime passenger ports and terminals. It is noted that deterministic models used to calculate berth capacity or the required number of berths do not fully account for the dynamic parameters of the external environment, which limits their applicability and necessitates the use of simulation methods. The research highlights that, alongside the main parameters of expected annual passenger traffic and the number of cruise ships, the structure of the vessel flow is a key issue. The article proposes a model for prioritizing service to incoming cruise ships and ferry boats and considers the possibility of analyzing random flows of ships entering ports with both low and high priority applications in queues. Based on the implementation of multi-scenario simulation in a developed digital twin using new software, it has been possible to generate a large dataset for subsequent decision-making under uncertainty regarding the strategic development of maritime passenger ports in the sea region and methods for attracting new cruise lines.

This paper proposes to consider a linear spline as a mathematical criterion for a line of position. In this context, the linear spline approximation is viewed dually: the spline is associated both with an analog of the line of position and simultaneously with a multi-link of the reconstructed navigational isoline. The spline gradient is interpreted as an enhanced concept of the classical gradient vector, differing in its construction along the normal to the spline segment approximating the isoline near the dead reckoning point. This approach ensures the realism of the multifactorial nature of probable directions of maximum increases in the navigation function by operating with a complex of spline gradients, which objectively reflects the situation of extreme observation accuracy as the most likely point of intersection of spline lines of position. It is noted that the concept of a spline gradient is recognized as a fundamental predicate determining the potential for a ship’s movement during isolinear navigation, taking into account the changing geometric characteristics of the navigation parameter field. The estimation of navigation measurement accuracy is specified due to the variable configuration of the gradient complex’s architecture. It seems reasonable to assume the hypothetical possibility of independent control of a ship’s isolinear movement with special onboard equipment capable of continuously determining the values of the navigation isoline’s parameters with synchronous fixation of the gradient fan, since the internal geometry of the ship’s trajectory is fully characterized by navigation parameters in the generally accepted sense of navigation. It is pointed out that an alternative advantage of maintaining a vessel on an isoline navigation route is the technical ability to navigate by control signals derived from measurements of a complex of gradients without using additional information. The practical application of the gradient fan creates a precedent for organizing a parametric system in which the current true course and coordinates of an isolinearly moving vessel are functions of gradiometric measurements. The theoretical possibility of practical application of spline function theory to approximate the latest isolines is allowed, whose introduction into future navigation is associated with innovations in navigation technology. It is predicted that the proposed approach can also serve as mathematical support for an automated navigation system with artificial intelligence within the framework of unmanned navigation.

A method for creating a continuous shiploader machine is proposed, involving the attachment of a telescopic conveyor boom to the supporting structure of a portal crane and the use of its mechanisms to control all movements of the boom. The article pays particular attention to the issue of dust emissions from bulk cargoes in existing ports of the Russian Federation, which continue to use clamshell grab cranes for transshipment. It is noted that the currently implemented comprehensive anti-dust measures do not eliminate spillage and dust loss of bulk cargo during loading and unloading operations with grab cranes at the berth. At present, the only effective solution is the introduction of costly shiploaders, which acts as a deterrent to development for many Russian ports due to the unprofitability of such investments. To improve the environmental performance and efficiency of bulk cargo transshipment at the berths of existing ports, the task was set to develop a more affordable method for transitioning from clamshell grab cranes to modern continuous-operation shiploaders. As part of the research, a special attachment for a telescopic conveyor boom to the portal crane was developed. The general view of the machine is presented, along with images of articulated and stationary fastenings to portal cranes of various designs. The principles of operation of the portal crane mechanisms are considered both in conjunction with the telescopic boom when shipping bulk cargoes and when the crane operates independently with its own hook grip for handling general cargo. A comparative analysis of the main technical characteristics and cost indicators of the developed shiploader is performed. Its main advantages and disadvantages are identified. The proposed method for creating a shiploader based on a portal crane demonstrates the possibility of constructing a new type of cargo handling equipment that combines high productivity and environmental performance, versatility of application, ease of implementation in existing ports, as well as low manufacturing and installation costs.

This article examines the regulatory challenges at the project stage of dredging works in the water areas of seaports in the Russian Federation. The authors highlight the absence of a unified regulatory framework due to the high fragmentation of legislation and the predominance of bylaws. This fragmentation complicates project implementation, slows the modernization of port infrastructure, and increases the risk of administrative barriers. Special attention is given to environmental aspects, including environmental impact assessment procedures, as well as the strategic role of port infrastructure in the development of the Northern Sea Route (NSR), which is recognized as a key element of national transport policy. The study analyzes the main phases of the project stage: selection of design organizations, engineering surveys, approval of documentation by Rosrybolovstvo, environmental expertise, and obtaining permits for bottom soil disposal. Systemic problems are identified, such as duplication of norms, inconsistencies in bylaws, and the emergence of informal departmental requirements, leading to monopolization of the design services market and reduced regulatory efficiency. The authors propose regulatory improvements, including the development of unified standards covering all design stages and consolidation of disparate bylaws into single regulatory documents. The need for a clear distinction between mandatory and advisory requirements for project documentation is emphasized to minimize subjectivity in regulatory decision-making. Coordination among Rosrybolovstvo, Rosprirodnadzor, and other agencies is also stressed to eliminate contradictions in regulatory practice. The analysis is based on a broad range of sources, including federal laws, executive branch acts, and technical standards. The results are of practical significance for public authorities, design organizations, and stakeholders in hydraulic engineering construction, aiming to enhance the efficiency of infrastructure project implementation amid increasing environmental safety demands and strategic state interests.

This paper presents an empirical study devoted to the operation of ferry crossings in Astrakhan Oblast. The research focuses on four ferry crossings — Bol’shoy Magoy, Sizyy Bugor, Sedlistoye, and Trudfront — selected based on an analysis of the socio-economic characteristics of the settlements within their service areas. The subject of the study is the factors determining the efficiency of ferry crossing operations. As an example, the ferry crossing in the village of Bol’shoy Magoy is examined, including its geographical location, demographic data, and the level of social infrastructure development. The main objective of the research was to identify the problems and factors that reduce the efficiency of ferry operations in the region. To address this, a data analysis method was used, drawing on bibliographic sources and including the study of the technical condition of vessels and infrastructure, as well as analysis of passenger flows. The results of the study showed that the operation of ferry crossings is characterized by low efficiency, due to several factors: the significant age of equipment (the average age of tugs is fifty-eight years, ferries about twenty years), low utilization (fifty percent of potential capacity), poor condition of access roads, and the lack of proper berthing facilities (often represented by unimproved clay embankments). The main conclusion is the urgent need to modernize ferry crossings in Astrakhan Oblast to improve their efficiency and ensure transport accessibility for remote settlements. The results can be used to develop targeted programs for the development of the region’s transport infrastructure. One of the acute problems is the depopulation of rural areas, especially pronounced in remote settlements where access routes are interrupted by water barriers and there are no bridge crossings. In such conditions, ferry crossings become an indispensable element of the transport infrastructure, ensuring mobility and connecting rural areas with district and regional centers, where jobs and social services are concentrated. Inefficient operation of ferry crossings, due to an outdated fleet, a shortage of qualified personnel, and difficulties with repairs, leads to a decline in the quality of transport services, which exacerbates the problem of depopulation. The results of this study may be used to develop and implement measures for the modernization of ferry crossings in Astrakhan Oblast and other regions of Russia for the development of transport infrastructure. The obtained data will help optimize the operation of existing ferry crossings, reduce operating costs, and improve the quality of transport services. The proposals developed can be used by local authorities when planning and financing transport infrastructure development projects.

This paper addresses the problem of determining a safe ship route considering the hydro-meteorological conditions along the route. The solution is proposed using graph theory. The shortest route for an ocean crossing is a Great Circle, so the graph is constructed around the Great Circle. The graph nodes are spaced at intervals corresponding to 12 hours of ship passage. For each node, current and forecasted hydro-meteorological data on wind, waves, and surface currents are assigned. A modified A* (A-Star) algorithm is proposed to solve this problem. Instead of distance, the heuristic function uses the shortest travel time, accounting for speed reductions or increases due to hydrometeorological influences on each segment between adjacent graph vertices. The proposed algorithm demonstrates high speed in finding the optimal path. Computer simulations illustrate the results of the modified algorithm. The results show significant time savings when navigating the optimal route compared to the Great Circle. This method can be used to develop systems for automated planning of optimal routes considering changing environmental conditions.

A container terminal warehouse complex is a sophisticated system that performs the functions of servicing container flows passing through it. At large terminals, tens or even hundreds of thousands of containers are stored at any given time in multi-tiered stacks to minimize the extremely limited area of the port territory. This necessary storage approach increases the labour intensity of container retrieval operations for loading onto ships or adjacent transport vehicles. Increasing stack height complicates the procedure by blocking target containers with other containers, requiring these to be moved to gain access. This leads to an increase in the number of additional movements per commercial (i. e., customer-paid) movement to retrieve the target container. Consequently, productivity decreases and operational costs increase. In particular, an increase in auxiliary movements reduces container selectivity — defined as the ratio of commercial movements to the total number of movements — and increases labour intensity, defined as its inverse. The values of selectivity and labour intensity largely depend on the type of technological equipment used and storage organisation schemes. To assess the operational characteristics of designed port warehouse complexes and determine the necessary fleet size of technological equipment, it is necessary to develop quantitative metrics that allow estimation of the labour intensity of warehousing operations under different transport and technological schemes. Within this study, the authors have derived analytical expressions for all classes of warehousing equipment in the form of combinatorial formulas, which can serve as objective and easily computable metrics. The use of these metrics enables more accurate calculations at the technological design, planning, and management stages of container terminals. Thus, more accurate forecasting of operational indicators is thereby achieved, taking into account the specifics of the technologies and organisational solutions used.

Bright chromium electrolytic deposits are widely used on water transport to provide the wear resistance of the crucial equipment parts in particular to protect the water-cooled surface of ship diesel liners against the cavitation attack. There were seven bright chromium coatings tested. The coatings were deposited in different regimes and the surface of the coatings was subjected to different treatment. The coatings were distinguished from each other by thickness, microhardness and the character of cracks distribution. The chromium plating was carried out in standard electrolyte of the following composition (kg/m³): chrome anhydride — 250; sulphuric acid — 2,5; trivalent chrome — no more than 5; trivalent iron ions — no more than 10. The electrolyte was prepared on the distilled water of a single distillation. The chrome electrolytic coatings were obtained on the plates cut out of the used ship diesel liners made out of cast iron SCh21. The cavitation wear tests were carried out on a magnetostrictive vibratory rig in fresh water, the frequency and amplitude of vibration of the rig horn being equal to 22 kHz and 28 μm accordingly. The distance between the sample chrome surface and the horn butt amounted to 0,5 mm. The wear of the samples was evaluated by periodical weighing during the testing on an analytical balance with step-type indication equal to 0,1 mg. Along with the samples weighing, the roughness of their surface was measured before and during testing, the roughness was evaluated by the value of arithmetical mean deviation of the assessed profile. The coatings structure was investigated on their cross microsections using a metallurgical microscope before and after the test. Cavitation wear resistance of a chromium coating is determined by two factors: the character of the cracks in the coating and the coating thickness. The coating thickness affects the coating longevity under cavitation attack, and the cracks character affects both the coating longevity and the wear rate of the chromium coating. The density of the cracks emerging on a coating surface and the cracks breadth define the surface roughness, and the cavitation wear begins from the coatings spots adjacent to the cracks edges: there occurs the brittle breaking off of the particles from the coating by its destruction along the cracks already present in the original coating. So there has to be a dependence of the wear rate on the height parameter of the roughness: the dependence was established by results of the experiments. The existence of the dependence of the wear rate on the value of the arithmetical mean deviation of the assessed profile of initial coating surface allows one to draw a conclusion, that after chromium plating, liners surface is necessary to expose to grinding with a fine-grained tool and, if possible, to polishing. The chrome coating has to be dense, that is the brоad extended cracks have to be absent in the coatings.

Transport systems, as objects of automated control, impose a number of specific requirements on the reliability of such control. Firstly, in addition to ensuring the reliability of individual technical components and subsystems, it is necessary to guarantee the security of information flows circulating within the human-machine control loop under conditions of increasing digitalization. Secondly, the same requirements apply to the software being developed. Thirdly, the use of cloud technologies for big data storage necessitates the consideration of protective measures of both technical and algorithmic nature at the design stage. Finally, the functional heterogeneity of a wide range of technical devices included in both the controller and the controlled object requires, at the design stage, the development of a methodology for a generalized, integrated, and predictive assessment of the reliability of the automated control system as a basis for evaluating alternative options for its structure and composition. In this context, the high vulnerability of water transport system facilities to various risks and vulnerabilities, both seasonal and permanent, must be considered. This underscores the relevance of developing a method for constructing an integrated assessment of the reliability of automated control systems for water transport facilities, which is the aim of this study. Within this general task, the following issues are addressed: determining the dimension and structure of the integral indicator; including qualitatively described vulnerabilities inherent in the control object and control loop; constructing a mathematical model of the functioning of the designed automated control system; building, on this basis, a management simulation model to analyze the “bottlenecks” that most significantly impact the assessment; and using probabilistic and theoretical methods of active risk management at the stage of considering alternative options for individual parts of the project. The methodological basis of the study includes the general provisions of applied probability theory, the theory of experimental design on simulation models, and the optimization of the design reliability indicator using mathematical programming tools. The result is a method for constructing an integral indicator of the design reliability of an automated control circuit for large water transport systems, aggregating the probabilities of heterogeneous technical vulnerabilities, information vulnerabilities at cloud interface points, and potential software errors.