The problem of navigation safety is considered, in particular, the problem of assessing the degree of danger in a situation of ships convergence is studied. The hazard assessment of a ship-approaching situation is based on the safety domain as the minimum area around the ship that an oncoming ship should not enter. The existing safety domains are specified, the requirements for the safety domain are defined. The original configuration of the safety domain is proposed. The proposed safety domain is asymmetric and takes into account not only the requirements of the International Regulations for the Prevention of Collisions at Sea (COLREG-72), but also good maritime practice. In this case, the dimensions of the safety domain of a particular vessel are tied to the maneuverable characteristics of this vessel or, in a simplified form, to its dimensions. Thus, the ship’s safety domain defines the area around the ship within which it can safely make an emergency evasion maneuver from an oncoming ship. The position of the safety domain boundary is parameterized and depends on the value of one parameter, which is computationally convenient. In addition, it is noted that the border of the proposed security zone is smooth, which excludes jumps in solutions for different course angles of targets entry into this zone. The concept of a dynamic safety domain is proposed, the size of which can vary depending on the navigation area and weather conditions, which is especially important when the vessel moves in narrow spaces, channels and traffic separation systems, since it excludes the appearance of false alarms when the vessel, which moves in the opposite direction in its lane, enters into domain.

Proposals for modifications of operational decision support methods for service quality management in the corporate multiservice communication network of the Volga-Balt Administration (Federal Budgetary Institution) have been developed. This multiservice network is based on the Next Generation Network. Such networks have a single hierarchical automated management system, the task of which is to ensure the sustainable functioning of both the administrative management bodies of the Volga-Balt Administration of various levels of the administrative hierarchy, and providing technological management of automated technical means for ensuring safe navigation. The features of the communication network of the Volga-Balt Administration are a large spatial scope, a large number of heterogeneous subscribers who need various communication services with given characteristics, as well as high dynamics of changing their condition. The automated network management system in these operating conditions must maintain the required quality of communication services. Thus, the relevance of the work is determined by the need to implement network management processes in a mode close to the real-time mode with a given quality, in conditions of dynamic change in the performance parameters and state of network elements. The basis of the proposed principles for supporting management decisions is the concept of the use of intelligent agents. In the developed approach, intelligent agents are functionally hierarchical fuzzy situational networks in which solutions, unlike methods based on the application of reference situations, are developed based on the results of solutions of the hierarchical system of optimization problems based on fuzzy mathematical programming methods. Coordination and adjustment of solutions of the optimization tasks system is carried out on the basis of the Bellman-Zade principle. This allows you to significantly reduce the time to solve optimization problems and get Pareto - optimal solutions for managing the quality of communication services. Intelligent agents can implement management solutions in automatic mode, provided that the network administrator delegates such capabilities to them.

The problem of managing the stack of a container terminal is the topic of many domestic and foreign studies. Despite this, the optimal solution in the form of a unified and justified operational strategy has not been found yet. In this paper, one of the particular issues is explored, namely the influence of allocation of the stack height over slots relative to the average value. The relevance of this issue is explained by the fact that the size of the warehouse of a container terminal is traditionally designed to store a certain maximum number of containers. The practice of modern container terminals shows that most of the time the actual storage volume in the warehouse is within 50-70 % of the maximum capacity of a one-time location of containers at the terminal, and approaching 80 % occupancy is considered an alarming operational situation. But in case of incomplete occupancy of the container site, the issue about the optimal strategy for forming the stacks, which minimizes the laboriousness of processing the cargo traffic passing through the warehouse, arises. The parameter characterizing the indicated laboriousness is the average number of movements required to retrieve a container from a stack. In the paper, a storage strategy, which ensures the minimum laboriousness of selecting containers for a given storage volume, is analytically substantiated, as a result, it becomes possible to give reasonable recommendations on the containers arrangement in a stack when the terminal is not fully loaded. An analytical solution to the problem, including quantities such as storage height, number of movements and the distribution of containers by slots, is firstly considered. Further, the use of the statistical modeling method, which makes it possible to take into account the features caused by the scatter of physical and technological parameters, is substantiated and described. A description of using the simulation modeling methods that confirm the practical significance and adequacy of the proposed approach is considered at the end.

It is noted that in modern conditions in container liner transportation, the implementation of the shipping line is an important and complex task, the solution of which is associated with the serious financial risks. It is indicated that currently many container line companies, in addition to sea transportation, offer land transportation services. Accordingly, the need to optimize the operation of the line’s marine services is supplemented by the need to work with land routes. When working with land logistics, it is necessary to take into account that the place of beginning and ending the cargo flows are not seaports, but land points that are located in the hinterland of each port. It is emphasized that each port has several land points associated with it. In this regard, a large number of route options appear. It is determined that with a high complexity of solving the problem, this problem belongs to the class of NP-complex problems and cannot be solved in an acceptable period of time by the methods of full search of values. A possible problem solution is heuristic programming based on the genetic algorithms. The existing method of finding the problem solution is discussed in the paper. A modification based on modifying the genetic Chimera algorithm by combining this algorithm with an ordered crossover is proposed. Depending on the need, optimization can be performed using one or more criteria. It is shown that the main criteria can be time or cargo turnover, as well as a combination of these two criteria. Performing optimization using different criteria within the same model is a convenient tool for a shipping line.

In modern supply chains, delivery of the bulk of goods is carried out through a system of transport terminals, where there is an enlargement or splitting of cargo lots, temporary storage of goods, and transshipment of cargo units between different vehicles or different modes of transport. Some terminal facilities carry out transactions with goods that create added value. The technology of loading coal at the coal-loading complex of a mining enterprise into specialized containers of various carrying capacities, depending on the customer’s requirements and consumption volumes is presented in the paper. The container transportation system makes it possible to more than halve the prime cost of cargo operations, sharply reduce the cost of packaging, increase labor productivity by 4-5 times, and provide conditions for complex mechanization and automation. The features of transportation and storage of high-quality coal and briquettes in specialized containers have been considered in many works, but the technology of loading coal into them has not been considered in detail. A method for calculating the time of loading coal into specialized containers is developed. The calculations allow you to estimate the time of loading into a specialized container, depending on the mass of the loaded coal. Transportation of coal (especially high-quality coal and briquettes) in specialized containers to various groups of consumers will contribute to keep the fuel quality, deliver it to consumers without losses and environmental pollution, and eliminate the operation of reloading from one container to another.

Information organizational systems that have been successfully used in the various areas of economy for more than twenty years are now divided into two main groups: integrated and highly specialized systems. The class of highly specialized systems includes information systems for banking automation, statistics, financial and accounting (for example, IC, FinExpert, SoNet), marketing, and investment management (for example, Project Expert). Integrated organizational systems include corporate information systems, which today successfully displace traditional automated enterprise management systems in the field of production. The purpose of the research is to improve the efficiency and quality of intellectual processing of poorly formalized information in the organizational information systems based on the implementation of information and logical models and methods of marine objects; the object of research is information processing processes in the organizational information systems. The subject of the research is information technologies for intellectual processing of poorly formalized information used in the organizational systems based on the algebraic-logical models. Research methods are based on the complex use of the theory of intelligence, category theory, algebra of finite predicates and the method of comparative identification for the development of information and logical models and methods of knowledge identification. Predicate algebra and category theory are used to formalize knowledge, describe natural language relations, and model the Manager’s intellectual activity in documents processing tasks. The comparator identification method is used to describe the intellectual functions of a corporate information system user. Thus, the method of comparative identification allows you to automatically divide the texts of documents in full-text databases into identical ones (in relation to the areas of knowledge of the Manager of a marine object), and divide information semantic units expressed by CS, rubrics, and UDC classes into equivalence classes that define top-rank taxa, allowing you to automate the process of developing a corporate taxonomy.

The procedures performed in the shipping company after the completion of the voyage are discussed in the paper. In order to structure and formulize the process, the logic of this operation, network model of its implementation and some temporal characteristics of the operations are considered. The main feature of the process is the high level of uncertainty and variation in the operations duration. This is concerned with necessity to resolve the conflict among transportation process participants in the case of payment issues. In order to evaluate the probability distribution of the process duration, the Monte-Carlo method is applied. The chosen probability distributions of operations duration are defined. The simulation results have shown that most of the time the process can be completed in a short time. At the same time, a large variation in the implementation time of individual works leads to significant delays in the implementation of the investigated operations. An approach to the evaluation of operations time distribution is also considered. The approach suggests that the operation is considered as the number of small actions which are implemented by the process participants. It is proved that in this case the laboriousness of data collection and evaluation of probability distribution is much lower.

A modified method for compiling electronic navigational charts of the Russian Federation inland waterways is proposed in the paper. This method allows to significantly speed up the process by means of automated construction of digital terrain models of the bottom relief. The aim of the method is to reduce costs associated with creating and maintaining an up-to-date collection of electronic navigational charts at cartography departments and offices of the inland waterways Administrations. A continuous survey grid is required to build a digital terrain model of the bottom relief. Such a grid can be obtained using a multibeam echo sounder. However, inland waterway hydrographic operations are mainly conducted with single beam echo sounders. Depth values obtained from surveying with a single beam echo sounder always form an irregular grid. The frequency of depths measured in this way does not allow building three-dimensional models. Therefore, it is necessary to mathematically complete the relief of the waterway bottom. The densification of the depth grid can be done using mathematical interpolation. The methods of interpolation implemented in cartographic and geoinformation software, as well as methods used by cartographers when working manually are analyzed. The analysis has showed that an irregular grid is always used when working manually. As for the software, only interpolation methods based on calculations performed with a regular grid are used, since these methods are easier to implement and require less computing power. The downside is that these methods lead to significant errors. To build three-dimensional bathymetric models with the smallest deviation from the true values, the method of biquadratic spline interpolation on an irregular grid is proposed. Digital terrain models of the bottom relief are proposed to be used for inland waterway cartography to automatically place isobaths, simplify the placement of fairways, and provide additional visual control of the quality of survey work.

The process of designing a modern vessel is a rather complex non-linear task, requiring compliance with a number of restrictions set by the international conventions and prospects of the shipping market for a normative 25-year operation period. Any complex engineering structure for construction requires sketch, technical, working and technological projects. The simple dimensional modernization of convention ships projects, in order to improve the utilization rate of displacement by deadweight and save costs on economies of scale, is no longer able to meet the needs of the shipping market. Obviously, the classic approaches to the design of prototype ships, taking into account conventional measurements, should be substantially changed and revised on the basis of new principles for the use of basic elements of quality indicators. Therefore, only the design solution, which is based on modern development of techniques and technologies, can be implemented. At the same time, the main task of design remains the same and is connected, first of all, with the definition of the main elements of the projected vessel (displacement, main dimensions, coefficients of completeness of the theoretical drawing, characteristics of stability, buoyancy, strength and propulsion qualities). However, in modern initial equations, there are many arbitrary parameters, leading to a significant amount of uncertainty in the choice of optimal solutions. The methodological approaches to the design of marine transport vessels, based on new basic principles that reduce the uncertainty of calculations, taking into account the comprehensive quality indicator and formalized safety assessment are examined in the paper. The resulting patterns and conclusions can be used to prepare a technical task for the design and improvement of the fleet composition of shipping companies in the near future.

Exploiting and developing the coast of the Russian Arctic and Far Eastern seas are important. Traditionally, it is associated with the use of vessels for grounding and carrying out cargo operations. However, the requirements for such vessels were introduced in the Register Rules only in 2017. Previously, these operations could be interpreted as accidents. The Sea of Okhotsk is one of the largest seas in Russia, but there is only one large port on its coast - Magadan. The northern part of the Far Eastern coast is characterized by tides with sea level differences of up to 10 m and more. Heavy ice conditions also play a significant role. In these conditions, expensive berths and port infrastructure development are not economically justified and so traditional schemes of cargo operations are still important. However, there are not enough special vessels. The issues of the longitudinal, transverse and local strength of the hull of a small Japanese-built vessel with deadweight of 420 tons are considered in the paper. The vessel is oriented to work off the western coast of Kamchatka. It is capable to deliver both general cargo and liquid fuel. It has been shown that the longitudinal strength of the hull, the transverse strength of the vessel holds and the strength of the vessel stem satisfy the NAABSA1 class symbol. The ship plating and bottom longitudinal girders in the areas, where the floors are located via three and four spaces, as well as the sternframe sole require strengthening. Strengthening schemes, whose realization ensures the possibility of obtaining the NAABSA1 class symbol and cargo operations of the vessel aground are considered and proposed.

The cooling system is the most important element of the power plant. Most of these systems in use today consume seawater, often in large quantities. Plankton, eggs and fry contained in seawater enter the cooling system and die. This leads to the destruction of fish resources of the seas and continental reservoirs. In order to improve the environmental safety of cooling systems, it is proposed to utilize the heat removed by the system to the maximum extent. This reduces the required amount of consumed seawater. The various options for heat utilization are analyzed. The temperature levels of the cooling system water and possible heat consumers are taken into account. The results of research on seawater heating in the cooling system are presented. The issue of using water desalination plant is considered in detail. It is taken into account that such an installation itself leads to additional consumption of seawater. An analytical description of thermal processes has been completed. The relation between the ratio of water consumption reduction by the cooling system and additional water consumption by the desalination plant has been obtained. The influence of the blowdown coefficient of the desalination plant has been determined. It has been found that the cooling system reduces consumption by 16-33 times in comparison with the desalination plant. A wider heat recovery is hindered by the relatively low temperature level of the water at the output of the cooling system. It is shown that there are opportunities for greater utilization of heat removed by the cooling system. This is due to the use of heat pumps, which can raise temperatures up to 130 °C and higher. As a result, there is a possibility of transition to deep heat recovery systems. The widespread introduction of heat recovery ensures not only energy efficiency, but also the environmental safety of the cooling systems.

Deck auxiliary machinery is of paramount importance in fishing vessel survivability and safety, as well as in performing technological operations in accordance with its type. Such machinery includes fishing winches, drift-net heaving systems, anchor and mooring machines, and general-purpose lifting devices. They must be reliable, economical, environmentally friendly, along with having variable operational modes and the ability to smooth power and performance regulation. Fishing vessel lifting equipment simulation and design is based on predicting operational loads, which are random processes. Meanwhile, the design loads are deterministic maximum or typical values, determined with some assurance. The complexity of such operational loads mathematical simulation is conditioned by unsteady motion of the “ship - lifting device - cargo system” system, which arises due to the system elements parameters variability, the external hydrometeorological factors influence etc. The standards, existing in the Russian Federation for calculating loads acting on lifting equipment, either do not apply to ships onboard devices, or transient loads that may occur even under steady-state operating conditions are not taken into account. Hence, a number of researches are aimed at calculating and designing principles and methods for operational loads formation, acting on the fishing vessel lifting equipment. The developed classifications for such kind of equipment by loads criteria, occurrence frequency and their combinations are presented in this paper. The proposed “ship - lifting device - cargo system” system schematization of the flat one-wire system form and the known mechanics laws application to it will allow to obtain dynamics mathematical description of such a complex, that is sufficiently complete for practical use. Therefore, the flexible thread replacing, describing the trawl warp in the rod form system with n links, hingedly connected to each other and performing oscillatory movements is proposed. As a simulation and calculation example, rods vibrations system is described, motion and secular equations are obtained, as well as vibrations eigenmodes are constructed.

The main trend of modern energy systems is smart grids that satisfy modern requirements in the field of energy efficiency and reliability. Achieving these requirements is due to technologies such as energy storage systems, two-way electricity exchange, renewable sources, and others. These technologies are the basis of distributed power systems, which, due to redundancy, make it possible to provide energy for themselves, as well as return additional energy to the primary network. Control algorithms play an important role in this process. The control of a distributed power system using a multi-agent approach, which is an alternative to the traditional control of all processes in the system using a single central processor, is considered in the paper. The proposed approach provides interaction between all objects of the distributed system, transforming them into abstract intelligent nodes - agents with a some degree of freedom in making decisions on the energy distribution. Objects in the distributed power system can be various energy sources, including renewable resources, energy storage devices, as well as various types of devices that are loads in relation to the power grid. In this paper, algorithms for the operation of a multi-agent system are being developed. The JADE (Java Agent Development Environment) platform and the MATLAB / Simulink software package, which implements the mathematical model of the power system, are used to simulate the interaction between the agents of the distributed energy system. As part of the main task of the multi-agent system, the response to emergency events occurring in the system is modeled. It is shown that in the case when the power generated in the system is less than the required one, the loads with the lowest priorities begin to switch off sequentially until the power generated by the alternative sources exceeds the power consumed by the loads. Then, Raspberry Pi, single-board computers based on the BCM2837B0 controller with a large set of input-output ports and a number of communication interfaces are used to prototype the developed system and check algorithms.

The unique practice of the 2nd year students of the Arctic Faculty named of “Floating University”, where a research expedition was conducted as part of the Sailing Training Vessel “Mir” is considered in the paper. During the voyage, accompanying hydrometeorological observations were made in the Baltic and North Seas. Admiral Makarov State University of Maritime and Inland Shipping has never organized such an expedition before. And in this area, such a project is also implemented for the first time. The research aims were to gain practical experience in the real conditions, to collect full hydrometeorological information along the ship route and analyze it, and to compile an essay. The systematic organization of hydrometeorological tracking of the voyage was highlighted among the tasks. The text contains data from daily regular measurements of atmospheric pressure, air temperature, and wind speed. Further, the characteristic trends of these phenomena are analyzed, the results are compared with the climatic conditions and existing characteristics of the navigation areas. Wind directions and wave conditions are also described. Unique charts are made according to the “wind rose” type, relative to certain segments of the route. Data on prevailing cloud cover and weather during the voyage are also considered. Some instrument observations are compared with the Beaufort scale. According to the results of observations, we can sum up that local hydrometeorological trends do not always correspond to the atmospheric trends observed over large areas. The discrepancies are often very significant. It is caused by local geography, coastal landforms, currents, local winds, and other factors. All these facts once again proves the need for regular sea surveys for Hydrometeorology and the need for constant ship observations, especially in the dangerous areas of navigation. In this regard, it is important to obtain such practical skills of students.