The problem of collision avoidance of a group of ships offshore is investigated in the paper. To solve this problem it is necessary to ensure the cooperative maneuvering of several vessels from the group. The case of unmanned (autonomous) ships, when each vessel is operated automatically, is considered in the paper. The main attention is paid to the problem of equally understanding of the current navigation situation conditions by the various agents, jointly solving the problem of cooperative maneuvering in a given water area. To solve the problem of cooperative maneuvering, all agents operating unmanned ships must equally interpret the current navigational situation. Factors defining the current navigation situation are divided into two groups: the main factors necessary to solve the problem of collision avoidance under ideal conditions and additional factors that must be additionally taken into account when solving the problem of collision avoidance in the real navigation environment. Failure to take into account the additional factors can lead to inadequate decisions on the vessel management. The concept of context is introduced as a set of interpretations of the additional factors values. The importance of taking these factors into account when solving the problem of collision avoidance is shown. A list of factors, as well as an example of these factors interpretation for inclusion in the context, is given. Using the same context by all agents will allow them to equally interpret the current navigational situation in the navigation area and jointly solve the problem of cooperative maneuvering. The main properties of the context, such as universality and compactness, are defined. In the protocol of agents interaction, it is necessary to provide the special means for exchange and matching of the contexts between the agents operating unmanned ships.

Network planning, or network analysis, is a class of application methods for project management that provides planning, analysis of deadlines (both early and late), risk of project failure or individual parts of the project. These methods allow you to link the performance of different works and processes over time, to make an operational schedule of the project, to get a forecast of the total duration of the project. In the modern practice of designing, building and managing seaports, network planning represents the most sought-after toolkit for decision makers. Network planning methods are conditionally divided into deterministic (Gant’s diagrams, rigid and with additional time-lag, critical path method, etc.) and probabilistic. Latter, in turn, are divided into non-alternative (method of statistical tests or the Monte Carlo method, the method of evaluating and revising PERT plans) and alternative (GERT graphic assessment method).In many applications, the basis of the used method is to find a path on the graph. Multiple repetition of experiments, characteristic of the most effective probabilistic methods, imposes high demands to reduce the computational laboriousness of the used algorithms. In addition, the different nature of cause-and-effect relations between objects of network models leads to the formation of such a structure depicting graph processes, which do not allow the use of most known algorithms. A matrix algorithm for finding paths on weighted oriented graphs, characterized by low computational laboriousness, simplicity and visibility, and allowing different types of cause-effect relations between events, is described in the paper. The proposed algorithm is effective in terms of the set tasks, and its implementation is almost no different from the pseudo-code used to describe it.This makes it easy to implement, easy to debug and verify code, and easy to embed the algorithm in various network planning applications. One of these tasks is to find critical paths in the context of the time parameters of all works (operations) linking the tops of events.

The content of the paper belongs to the field of interdisciplinary scientific research, which lies at the intersection of cognitive psychology and navigation, and is devoted to the topic of decision-makings by a navigator that is relevant for navigation. The results of the author’s theoretical research on the formalization of some aspects of human mental activity and their representation in practical implementation for solving problems of navigation are reflected in the paper. The human factor is a complex multidimensional problem that covers the entire spectrum of human activities at sea. Only a small part of this problem is described in the paper, which is of a debatable theoretical nature. The specificity of the study is that the navigator is, first of all, a person who makes not just decisions, but decisions with sense. Therefore, the navigator inclusion into the ship control link leads to the need to simultaneously take into account the navigator psychological characteristics, his ability to make meaningful decisions, and the characteristics of the ship controllability as an object of control. At the same time, the decisions made by the navigator are subjective and difficult to formalize. The purpose of the study is to formalize, i.e., to describe mathematically the quantitative assessment of decision making by the navigator.To calculate the amount of meaning in the decisions made by the navigator, the method of probabilistic evaluation of the sense in a text message is used. A model in the form of a semantic prism is proposed as a structure of the semantic space where the navigator makes decisions. The results obtained on a practical example are adapted to the concepts of navigation and therefore may be of interest to specialists in ship traffic control automation, artificial intelligence, creation of intelligent control systems and navigation safety.

The analysis of the formation, development and implementation of forwarding activities by regional centers of consolidation (distribution) of groupage consignments of container cargo as the main elements of the modern container transport system, the essence of which is reduced to the connection of space and time with timely and safe delivery of goods with minimal costs, is performed. The methods of delivering groupage cargo to container terminals from the country rear zones in conditions of the transport process continuity, which requires taking into account the environmental behavior and the market of transport services, are disclosed. The existing strategic solutions aimed at forming a managed transportation system are considered and the new ones are proposed.The ways of reducing the total number of transshipments of small consignments on the way of introduction into the transport container system, are revealed. The forwarding services role for cargo shipments in the low-tonnage containers is revealed. Approaches to the problem of forming new standard cargo units that perfectly fit into existing container-technological systems are considered. Such consolidation tools, like a standard container, are designed to ensure the cargo transportation safety during transshipment and transportation by the various means of transport, free and fast loading (unloading) of containers with cargo modules, as well as to limit unauthorized access to the cargo. Thus, the shipper will be able to take full advantage of modern container technologies. The alternative options for consolidating groupage cargo directly in the “end” points of goods consolidation and distribution on the basis of the standard module are showed in the study and recommendations for the proposed cargo units implementation as the means of consolidation are provided.The most rational way of organizing the groupage container cargoes transportation is proposed.

The conception of navigational space has been actualized by ship’s positioning with three fixed coordinates on the «marine geoid» geodetic base. With the advent of innovative computer technologies becomes possible to refuse from the widely used in navigation the approach of geometric primitivities and to utilize practically such factual attributes as approximated isosurface and interpolated isoline. The mistake of the marine mobile object space-time position arising from the mathematical manipulation of substitution the real complex geoid figure by simple two-axis ellipsoids for avoiding the complexity of the calculation scheme may cause a navigation accident. It is assumed that any illusory representation about the concept of Euclidean space for water transport logistics forms the hidden threat of a mathematically programmed emergency situation. The foreshortened screenshot of synthesized geoid isosurface is shown as the fragment of model of the liquid planet state within the concept of navigation continuum. The issue of the approximation accuracy is investigated in 3D format with a specially organized experiment. It is proposed optimally to take into account dynamically changed the «pear-shaped» Earth with the effects of gravitational pulsating undulations based on the developed hybrid method. With the spline approach, there is no need to change the mathematical apparatus of the «functions-roofs» as such with a real algorithmic possibility of reconstructing the refined Earth gravitational appearance. In modern conditions, a practicing navigator is faced with the need to identify an ellipsoid activated in a satellite equipment with a datum of marine navigation or vector electronic chart. While determining the ship location using traditional methods, the seafarer is obliged to make corrections to the coordinates from the legend of the paper chart if the geodetic systems don’t match. It is noted that it becomes possible to solve the problem radically when marine logistics is reoriented to the spline geoid model with the condition that cartography is repurposed on the new mathematical basis. When using the spline model of the geoid, there is a real opportunity to free the watch officer from the routine procedures of transforming coordinates for different ellipsoids. This automatically increases the safety standards of modern navigation. A trivial conversion of coordinates to another geodesic basis creates the probability of a navigation error precedent. When manually correcting electronic charts based on notices to mariners, the transition from the ellipsoid of paper chart to the world ellipsoid is implemented by entering modifications with the reverse sign to the geographical latitude and longitude, which can provoke a navigator’s omission with possible serious consequences. With the software implementation of algorithms of the advanced technology of the function approximation theory in the onboard computer, a paradigm of absolute navigational accuracy with the possibility of abstracting from dubious mathematical stylizations is formed.

In accordance with SOLAS 74 Regulation 5.19 all seagoing ships with a gross tonnage of over 300 gt are required to be equipped with ship’s equipment of the automatic identification system (AIS) that is to improve Maritime Safety. It provides mutual exchange with the navigation and safety messages between the ships. Mutual messaging is possible due to applying the schemes, proposed in the automatic identification system, of multi-station access and accurate synchronization of ships own time scales aligned with the signals of the Global Navigation Satellite System. The multi-station access performance is evaluated by the number of ships with ability of mutual exchange. However, any scheme has a finite capacity. The purpose of this paper is the calculation of the performance of the schemas used in the basic (standalone) operation of shipboard equipment for automatic identification system. The scheme performance depends on the ship’s traffic mode. It has been shown that the technical parameters of the automatic identification system shipboard equipment and algorithms for multi-station access allow up to 100 vessels to be involved into exchange with navigation messages within the area of the vessel traffic management system. In the high seas when ships generally do not maneuver extensively when moving, the performance of multi-station access decreases less than 50 ships. There is a possibility to increase the AIS effectiveness by using three and more carrier frequencies to transmit ship’s data.

The investigation of rogue-waves which is insufficiently studied for today and present dangerous phenomena for mariners is proposed in the paper. An analytical study of the generation and propagation of such waves based on equations of classical fluid mechanics is presented. The 3D Navier - Stokes equations for the unsteady motion of a viscous incompressible fluid with small Reynolds number are proposed as the original relations. The main unknowns are three components of the velocity vector and pressure. The motion in deep water when the influence of the free surface and boundary conditions can be neglected is considered. The analytical solution method proposed by the author based on the first integral of these equations and the generator of solution built on its basis, is used. It has been shown that within the framework of the assumptions under consideration there are exact solutions of the Navier - Stokes equations which describe deep vortex motion with unlimitedly increasing in time of pressure and velocities. From the theoretical point of view some motions of that type can generate the rogue-waves. To find solutions of that type it is necessary to solve three ordinary differential equations of the first order and to solve a system of nonlinear algebraic equations of the fourth order. Two solutions constructed in this way are considered in the paper and their main properties are analyzed. It has been shown that as a result of this type of motion and under certain initial conditions the rogue-waves most likely occur. In this case the properties of viscosity and the three-dimensional nature of the motion are decisive. The approximate estimates for the area where waves reach the free surface and ratio that determines the wave profile are obtained.

Transit zones occupy a significant area of the coastal seas of the Russian Federation and have a great potential for hydrocarbon production. For exploring the hydrocarbon reserves in the transit zones, it is necessary to apply special equipment and methods of work. Currently, seismic survey in the transit zone is mainly carried out by imported equipment. Testing a new domestic system of KRAB seismic bottom stations is considered in the paper. At the first stage, the task to test 10% of randomly selected seismic bottom stations (SBS) out of 400 pieces is set. The test methodology consists of the following tasks: checking the correct location of the SBS center of mass to ensure proper installation on the bottom, testing the launching and lifting devices to install the SBS on the bottom subject to safety regulations on the vessel, conducting experiments with a seismic source to determine the operability of the SBS receiving channel, testing the bottom stations for the identity of seismic channels, software verification in the field. A technical description of the system and the results of the first stage of field tests are given in the paper. It can be confidently concluded that, in principle, the equipment in the form of separate SBS works within the parameters of the technical task and complies with the foreign analogues. However, in general, the complex is not ready not only for industrial testing, but even for full-scale testing and needs to be substantially improved. The rework should consist of the following: the compass and tiltmeters alignment, increasing the memory for collecting non-seismic data, reducing the excessive sensitivity of hydrophones, and developing a new complex of launching and lifting devices. The software needs to be modified to service the entire complex of 400 SBS.The performed tests represent only the first stage of testing the KRAB system since the equipment has a number of significant drawbacks after elimination of which it is necessary to fully test the system.

The development of a scheme for surveying the bottom relief in the water area of the Northern Sea Route, the use of which provides its efficiency increase, is described in the paper. It is concluded that the nature and trajectories of ship movement in the winter navigation period in the Central and Eastern sectors of the Arctic will have similar features to the nature and trajectories of ship movement in the Kara Sea. The main navigational features of the Central and Eastern part of the Northern Sea Route are presented. The main factors that determine navigation conditions in the Central and Eastern part of the Northern Sea Route are highlighted. Estimates of the areas of shallow water regions in the Central and Eastern parts of the Northern Sea Route are given. It is emphasized that within these waters there are significant areas with insufficient hydrographic knowledge to ensure the safe navigation of large-tonnage vessels. Hydrographic conditions for safe navigation of vessels with a given draft are formulated. The time required for surveying the bottom relief of the Northern Sea Route water areas, which currently have insufficient hydrographic knowledge is estimated. It is concluded that it is necessary to develop such a scheme for performing the survey of the bottom relief, which would significantly improve its performance. The main principles on which the proposed scheme is based are given. It is emphasized that in order to ensure safe navigation of a vessel with a given draft, the bottom relief model must provide a given level of uncertainty of the surface at a given depth, and not to the bottom. It is proposed to perform a survey of the bottom topography with the use of multi-beam echo sounders on parallel lines that have no intersections. The proposed scheme is compared with traditional schemes for surveying the bottom relief: a single-beam echo sounder and a multi-beam echo sounder with overlapping adjacent survey bands. The conclusion on the advantage of the proposed scheme in terms of increasing the labor productivity when performing the survey of the bottom relief and increasing its efficiency is made.

The methods for calculating the distances of suspended particles sedimentation to the bottom during dredging on watercourses (rivers and canals) of the Republic of Belarus, which allow you to determine the boundaries of the zones of harmful effects of working pump dredgers, are provided in the paper. It is well known that suspended particles are formed both naturally in spring and during rain floods, and under a variety of anthropogenic factors, namely, during bridges construction, the laying of oil and gas pipelines, palification, dams construction, and dredging. In all cases, zones of increased turbidity both short-term and long-period, sometimes constant are formed. In this case, suspensions differ in concentration, structure of suspended particles, duration of deposition, and the degree of negative impact on living organisms, although the general nature of their effects is the same. During the operation of pump dredgers on large and medium watercourses in the Republic of Belarus, intensive weighing the soil particles that form the watercourse channel, which has a harmful effect on the objects of the animal world and their habitat, takes place. Compensation payments are provided for the ichthyofauna death, a decrease in its number and productivity due to loss or disturbance of the habitat through dredging at water bodies, in accordance with the “Regulation on the procedure for determining the amount of compensation payments and their implementation”. The methods proposed in the paper can be used in engineering calculations of the size of the zones of harmful effects. Moreover, the choice of a particular technique depends on the type of watercourse and its main geometric and hydrodynamic parameters, the availability of reliable initial data, particle size distribution of the suspension, climatic factors, etc. The sequence of using the methods must necessarily be consistent with the type of watercourse, its basic geometric and hydrodynamic parameters, the particle size distribution of the suspension and its hydraulic size and climatic factors.

Pipes made of corrugated metal structural elements have a roughness that differs from the roughness of technically smooth concrete pipes. The hydraulic operating conditions of corrugated pipes due to increased roughness of the walls have their own characteristics. The experimental works on determining the roughness coefficients of the inner surface of metal spirally-twisted corrugated pipes with a polymer and zinc coating are described in the paper. Two standard dimensions of corrugated pipes are considered: with a diameter of 500 mm with a corrugation, the corrugation dimensions are 68 × 13 mm; and with a diameter of 1,000 mm with corrugation dimensions of 125 × 26 mm. The non-pressure mode of flow in the pipe with various degrees of filling (02; 0.4; 0.6 and 0.8 for several slopes of the pipe position: 0.03; 0.02 and 0.01) is studied. The experimental setup is located in a tray with 2,000 mm width and 800 mm height. During the experiments, the water flow rate in the pipe, which determines the degree of its filling, is measured, as well as piezometers record the distribution of flow depths along the pipe length and control the flow uniformity. Based on the measured values, the hydraulic characteristics of the flow, namely, area of effective cross-section, wetted perimeter and hydraulic radius, using of which the roughness coefficient value is calculated by Chezy’s formula, are computed. The roughness coefficient values for pipes with 1000 mm diameter at high degrees of filling are obtained using the theory of similarity. The research results have showed that the determined roughness coefficients for pipes of the considered diameter depend practically only on the pipes diameter and the corrugation dimensions, and do not depend on the slope of the pipe location, degree of filling, and lining material. Based on the results of the performed work, the quantitative values of the roughness coefficients for each pipe diameter are recommended.

The main tasks of the dynamics of channel flows, the solution of which depends on the quality of hydraulic calculations and the reliability of channel forecasts in rivers with moving soil of bottom sediments, are the problems of estimating energy losses along the length and determining the flow rate of channel deposits in the natural river channels. In the river flows, these issues are interconnected through the mechanism of interaction between the stream and the deformable riverbed. By nowadays, it has been possible to obtain a large number of calculated recommendations in the field of sediment transport modelling. Considering that a universal solution in river hydraulics has not been established yet, this problem remains relevant. The performed work is devoted to the issues of assessing the hydraulic resistance of the channel and improving the model of sediment transport in rivers using the database of field measurements on rivers. The results obtained during the research have improved the quality of sediment transport modelling. In the event that the purpose of hydraulic calculations is to compute the free surface marks along the length, then on the rivers sections where the large bottom sediments predominate and sediment transport is limited, preference should be given to the calculated dependencies having the structure of A.P. Zegzhd formula. On the rivers with fine-grained soils, it is proposed to use in the calculations the dependencies constructed on the basis of the established relation between the Chezy coefficient and the current velocity. When the purpose of hydraulic calculations is to forecast channel reformation on a river section, it is recommended to use the modified L. van Rijn formula to calculate channel sediment discharge. At the same time, it is recommended to evaluate the granular bottom roughness in the sediment flow formula using the Manning - Strickler and A. P. Zegzhd formulas.

In this paper, the deformation of a rectangular cantilever plate under conditions of complex bending, when a uniform transverse load acts on its surface, and a uniform compressive load is applied to the parallel free edges in the plane of the plate, is determined. Cantilever plates are widely used in aviation, rocket technology, astronautics, military shipbuilding, civil engineering (cantilever plates) and other industries. Most often, the plate is loaded with a transverse load (uniform, concentrated, etc.) and under its influence experiences bending deformations. In the cantilever thin external elements of deep-sea vehicles (submarines, deep-sea torpedoes, bathyscaphes), the compressive load from the water pressure in the plate plane, applied to its free edges, can be significant and causes stability loss. The problem is described by a system of fourth-order partial differential equations with respect to the desired deflection function. As a parameter, the basic bending equation contains a uniformly distributed compressive force. The deflection function is obtained during the iterative process of superposition of the two main correcting functions in the form of hyperbolic-trigonometric series over two coordinates. These functions in turn compensate for the residuals of the boundary conditions from each of them. The criterion for the end of the iterative process is the desire to zero all residuals. The search for the first and subsequent critical loads is carried out by iterating the load value until a new stable form of equilibrium appears. The spectrum of the first few critical loads is given and the corresponding equilibrium forms are presented.

High requirements for the failure-free operation of the ship propulsion complex dictate the need to assess the risk of resonance torsional vibrations of the shaft line. The methodology for calculating resonant torsional vibrations of a ship shaft line is considered on the example of a passenger ship of P118 project. The technical parameters of the ship and its power plant are given. The calculated discrete mathematical model of the shaft line is presented and its parameters are determined, the main stages of the torsional vibrations calculation are described, and the calculations results for each stage are presented. As a result of computer simulation using a discrete mathematical model, the natural frequency of torsional vibrations of the shaft line and the corresponding potentially dangerous frequencies of the shaft line rotation are determined. For the engine to operate at dangerous frequencies the exciting moments from the engine are calculated and the forced vibrations amplitudes are determined. The calculation of forced vibrations is based on determining the driving torques caused by the engine operation. The engine characteristics necessary to obtain an indicator diagram of its duty cycle are described in the paper. The dependence of the tangential force versus crankshaft rotation angle is obtained as a result of a force analysis of the engine mechanism. For the harmonic analysis of the obtained dependence, a specially written for this purpose program is used. Performing these calculations for all operating modes of the engine makes it possible to establish the dependence of the tangential force harmonic components on the crankshaft rotational speed and construct the corresponding graphs. On the basis of the obtained dependences, the driving moments of the engine are determined. When calculating the driving torques, the well-known empirical formulas are used in the work. Based on the forced vibrations calculation results, the most dangerous section of the shaft line is determined. An analysis of the presented results makes it possible to formulate recommendations both in terms of possible structural changes (during the design or significant modernization of ships), and in terms of restrictions on operational conditions.

The problems of calculating dynamic processes are widely used for a broad variety of complex ship mechanisms with elastic-deformable links. The dynamics of elastic ship mechanisms is a complex set of mechanical and physical phenomena. No issue can be solved rationally when designing ship mechanisms without taking into account the requirements of strength and rigidity of individual links and ship mechanisms as a whole. During operation, the ship’s mechanisms are affected by various static and dynamic forces. To withstand the action of these forces, the ship’s mechanisms must have sufficient strength in general and in their individual parts. One of the criteria for the construction material strength is stress, and for the stiffness is displacement. But establishing that the stresses do not exceed the permissible value does not always allow us to conclude that the structure can safely exist. Therefore, the concepts of displacements, deformations and stresses are crucial in strength and stiffness calculations. This is especially important when designing ship mechanisms consisting of a variety of core elements. Since elastic inertial elements are widely represented in them, the calculation of dynamics is essential for them. Currently, the problems of nonlinear dynamics of thin-walled structures under the action of complex loads have become a necessary component of engineering analysis. The calculation of the dynamics of spatial ship mechanisms with nonlinear elastic links by the most promising numerical method allows us to accurately describe both the geometry and the nature of the loads applied to it and the elastic properties of the ship mechanisms material and to analyze their stress-strain state. As well as obtaining reliable data on the load-bearing capacity of anisotropic rod links, it makes it possible to make rational design decisions when designing specific ship mechanisms.

A scheme of a ship’s combined power plant of a parallel type with a buffer energy source, which in general includes a battery, a diesel engine, a synchronous shaft generator, and propulsors in the form of adjustable pitch propeller, is proposed. A method for controlling this combined installation based on regulating the angle of rotation of the propeller blades as a function of the power on the propeller shaft and the degree of discharge of the battery, at which the load factor of the diesel engine remains virtually unchanged and equal to the nominal at any speed of the vessel and any static moment of resistance on the propeller shaft. This patented method, when it is used, can significantly reduce the fuel consumption by diesel engines on ships whose operation are characterized by frequent maneuvering and share modes, increase the operational life of diesel engines, and reduce harmful emissions into the atmosphere. A recommendation for choosing the ratios of powers and parameters of the used power sources is given. It has been shown that in general, it is advisable to choose these ratios of sources powers so that the charging power of the battery corresponds, minus losses in intermediate converters, to the rated power of the diesel engine. It has been graphically show that for any linear or stepwise power change on the propeller, due to the fact that the mechanical time constant is more than an order of magnitude higher than the electromagnetic one, the load factor of the diesel engine remains unchanged, and it operates at a constant speed with almost constant torque on the shaft.

The solution of an important scientific and technical problem namely the development of methods and tools used for warning control of the electrical system is considered in the paper. Thus warning control is considered as one of the possible variants for object operation, carried out on the basis of its technical condition. The proposed approach involves the use of parametric or structural adaptation of the electrical system to emerging failures, carried out on the basis of the results of technical diagnostics. The description of the technical condition of the system by means of a mathematical model, given in the form of a field of efficiency, built in the space of parameters of its functional blocks is substantiated.The homonymous areas of proper functioning characterized by a specific diagnostic parameter are defined in the paper. It has been shown that if the technical condition of the system belongs to this area, then in this mode it is operational, and diagnostic tools will identify its failure. The formal possibility of allocation of these areas from the field of efficiency is proved; a technique for their allocation is presented.A method for homonymous areas exclusion, developed by the author for the purposes of warning control is proposed in the paper. This approach reduces the error of the first kind that occurs when determining the technical condition of the electrical system. According to the method, described in the paper, the modes in which the state of the electrical system belongs to the homonymous areas are excluded from the diagnosis process. As an example of the practical implementation of the proposed method, its application in the case of transition of one of the generator units of the electric power system of the floating crane to the motive mode of operation is considered. The considered example of preventive management is an independent scientific and technical task. An original algorithm for its solution based on the method of the homonymous areas elimination is presented in the paper.

The application area of ship electric drive is expanding. The engines of boats, barges and motor ships, large and small river and sea vessels need reliable, timely and affordable power supply. The proposed method of braking and reversing the propeller drive with screws allows to store braking energy in the energy storage devices and subsequently use this energy in the electric power systems of high-power vessels of both civilian and navy, containing propeller motors, for which it is necessary to ensure the operation of the electric propulsion system with a high energy efficiency indicator without using the damping blocks of the braking energy of the propeller motors (brake resistors blocks).The water regime of complex waterworks and lock systems can also be regulated by using superconducting magnetic energy storage (SMES) as an energy source. Based on the analysis of the various types of drives, a method for eliminating short-term interruptions in the power supply of powerful consumers is proposed. The design of the energy storage device and its communication device with the electric network are considered. In this model, a converter with bi-directional valves of the “voltage source” topology based on IGBT transistors is selected, it is economical and has the highest performance, the current can flow in two directions, and the voltage on the source side does not change polarity, which means that the blocking device does not required. To ensure navigation in the cold waters of the Arctic, icebreakers are used, which have electrical transmission to the screws. The case of using SMES while ensuring the installation speed at the time forcing icebreaker speed is discussed in the paper. This study tests the system of a superconducting coil in the MATLAB/Simulink software environment, presenting it as a direct current source that should respond to a voltage dip in the power grid. To test the system for compensating for the voltage dip in the power supply network, a model of the power part of the network converter and the vector control system is proposed. The results of the work are graphs of computer simulation of processesin the network and inverter, showing the reaction of the coil to the voltage disappearance.