Nowadays, with overall introduction of patented technologies for the production of goods, the possibility of reducing their cost in order to maintain a competitive position in the commodity markets is supported by the rational organization of transportation. Thus, the transport component in the final cost of transported goods has to be reduced. At the same time, when using the same handling, lifting and transporting equipment from a limited number of the global manufacturers, the possibility of reducing the cost of transport operations (both shipping and handling, including loading/unloading) exclusively depends on not on the set, but on the rational use of the equipment. One of the possible mechanisms for rationalizing the loading and unloading operations carried out on container terminals is the rationalization of cargo plans of the serviced container ships. The versatility of their implementation is explained, first of all, by severe requirements for the safety of navigation, which determine the provision of the necessary stability, unsinkability, the absence of a heel and different that could interfere with the berth operations, the required sitting of the ship in the water, etc. On the other hand, the rational allocation of containers in the hold slots and on the hatches covers of the container ships, corresponding to the voyage rotation (the sequence of visiting terminals on the trip in progress), provides an increase in the share of productive movements of handling, lifting and transporting equipment, reduces the required time for a ship to be under loading and unloading operations, which reduces the time of a group of ship trips on a string. Such calculations are complicated by the fact that the handling equipment, used for loading and unloading operations on a ship, operates relatively autonomously, with each unit allocated for its own section of the ship (bay). Thus, the task can be solved only in a complex manner, in the context of the task of cranes allocation over the berth. The issues of cargo planning of liner container ships from the standpoint of reducing the time of ship’s turnaround time due to rational assignment and use of terminal handling equipment are studied in the paper.

An assessment of the possibility of forming a transport system for delivery of groupage consignments from elements of the transport infrastructure existing on the domestic routes of the country involved in the movement of goods in sea containers and unitized form is made. In particular, the issues of constructing an optimal plan for functioning of the transport network by describing the planning object through a system of economic and mathematical models for planning the work of individual links of the transport infrastructure along the entire route of the cargo are considered. Thus the interrelation between assessing the potential of the transport means and the routing of goods flows is revealed; the proposed method combines the solution of such issues on the basis of assessing the elements of transport infrastructure of the considered transport space. As criteria for optimal functioning of the considered transport system, it is proposed to allocate the delivery speed, the distance of cargo delivery deep into the Hintreland, the time spent on transportation and the cost of transport services. At the same time, the main indicator of the usefulness of the introduction of new means of groupage cargo consolidation is the possibility of increasing the leg of cargo delivery using container technologies. It is noted that since the transport services market assumes a multivariate supply of transport works and services, as well as the determination of their capabilities, the search process is to determine the necessary technical and economic indicators of potential transport systems, since only the search implies acceptance of the result or the requirement for better indicator of matching the result obtained or the requirement satisfying the best indicator. As the main criterion for making a decision on the transportation of groupage consignments in intra-container modules, the use of cargo delivery, in which the proposed form of delivery is expedient, is proposed. As a mechanism for choosing from a variety of options for organizing the delivery of groupage cargoes, an enlarged block diagram of the methodology for studying the transport market before determining the search limits is proposed.

The justification for the need to introduce the NAVTEX system, providing vessels with the navigation safety information, relating directly to the navigation area of the vessel, into the areas of the Northern Sea Route that are poorly equipped in terms of navigation, is given. It will improve the safety and efficiency of shipping in the coastal areas of the Arctic Ocean. The task of synthesizing sources of safety information (Navtex system) for the under-equipped areas of the Arctic Ocean adjacent to the Northern Sea Route is considered. The cumulative imbalance of counter information flows from the NAVTEX stations can be the main reason for the information oversupply of the navigational data needed to make decisions on maritime safety and it is selected as a criterion for assessing the synthesis quality. It is proposed to solve this problem on the basis of an optimization-simulation approach to the synthesis of the large-scale systems, in which at formalization of this task is recommended to use the limitations of two types: the analytical limitations, presented in the form of requirements for the parameters of the synthesized NAVTEX system and the algorithmic limitations, reflecting the requirements for the functional parameters of the NAVTEX system (usually, the complexity of these parameters does not allow to express them analytically). A graphic version of the procedure for the synthesis of the system of navigational information sources, which includes solving two specific problems, is presented. Firstly, it is the problem of finding the splitting of many stations into specific service areas, minimizing the target function at the specified restrictions, and secondly, it is the problem of assessing the total information activity for receiving, processing and broadcasting safety information in the zone of a particular station when transmitting signals from a nearby station.

Geochronological tracking has been accorded wide recognition as an appropriate scientific and methodological toolkit and an effective information technology for retrospective research in the interests of substantiating and rationalizing transport route networks, transportation logistics, analyzing the facts of population migration and movements of individual historical figures. Dispatching for geospatial processes of maritime transport with implementation of geochronological tracking tools is tightly related with completion of more developed model of data processing in the automated vessel traffic control system. Geochronological tracking is an effective information technology for digital cartographic spatial data sets processing. Software component of geochronological tracking is becoming one of the most popular GIS-integrated applications. A procedure based on the geochronological tracking for statistical verification of research hypotheses about robust trends in the development of various spatiotemporal processes has been developed. The reliability and validity of accepting a particular hypothesis within the framework of a retrospective study is determined by the representativeness of the initial dataset on geographic movements, considered as a sample from the general population. The statistical significance (robustness) of the retrospective study results based on the geochronological tracking depends on the sufficiency of the considered initial data on the movements of the objects under study. The analysis of this dependence and the development of an algorithm for assessing the specified robustness (or significance) are considered in the paper. The paper is dedicated to the thorough consideration of this feature.

The maneuvering of the main miter gate of navigable locks by means of electric drives implemented according to the various kinematic schemes is considered. It is noted that the available information about the main characteristics of the exploited drive mechanisms allows you to make the assumption about the values of their set carrying capacity and power on metal structures of the locks gate that are similar in design and perceived loads. The aim of this work is to determine the compliance of the design values of the main parameters of the operated key actuators of the main miter gate with the designed ones using the example of locks with widths of 18-30 m, located on the Volga-Baltic waterway and the Volga-Don shipping channel. The calculated studies are carried out using the classical methods described in the industry technical literature and regulatory documents. Preliminary calculations have shown that for an enlarged calculation, it is sufficient to determine the moment of hydrostatic resistance at the total difference between the pressure and non-pressure sides of the leafs, since the remaining moments of resistance have significantly lower values. The values obtained as a result of the calculation are compared with the established values of the studied characteristics. As a result of the comparative analysis, it is determined that for most of them, the established design carrying capacity and power significantly exceed the calculated values. In some cases, the reserve factor exceeds 1.8. At the same time, the absence of such reserve is established at some facilities, but there is no information about the lack of power at these facilities. In order to prevent such phenomena, it is proposed to develop the common industry requirements for the design of gates electric drives and valves of shipping hydraulic structures, as well as in the development of projects for reconstruction of operated actuators to perform field studies to determine the actually required carrying capacity and power.

The loads acting on the deck container stack, which are one of the most important factors for ensuring the safe containers transportation, are considered. It is noted that at present, the assigned standard values of the container center of gravity height are used to calculate the deck container stacks lashing arrangement. It is expressed in the fact that the programs used for calculating the loads acting on container stacks take into account a single value of container center of gravity height, without taking into account the actual values for each individual container. The purpose of this study is a comparative evaluation of the effect of the standard and actual container center of gravity height on the loads acting on the deck container stack. For this purpose, the methods of calculating loads on container stacks according to the rules of classification societies are analyzed. The relationships between all the factors used to calculate the loads are revealed. Experimental calculations of loads on deck container stacks of different configurations and taking into account different initial data that may be encountered in practice are performed. As a result, it was confirmed that the container center of gravity height has a significant influence on the values of the forces that form the loads on deck container stack. It is concluded that the combined effect of the actual metacentric height and the actual container center of gravity height can lead to both an increase and a decrease in the loads acting on the deck container stack. The necessity to take into account the values of the actual container center of gravity height when calculating the stability and lashing arrangement of deck container stacks is justified. A recommendation to take into account the actual center of gravity height of each container in specialized programs for calculating container lashing arrangement on the ship is proposed.

The development of the Russian Far North regions is one of the most significant national policy directions for the Russian Federation. Ongoing development of new oil and gas fields in the shelf area of the Arctic causes rapidly increasing ship’s traffic and load on the local transportation network. Those circumstances highlight the growing importance of The Northeast. However, increasing ship’s traffic causes concerns - more attention should be payed to the safety of navigation in this region with its harsh environment, like heavy ice conditions, sub-zero temperature, etc. The method of prompt finding of the optimal route in ice conditions onboard based on the methods of dynamic programming is developed; however, the additional solutions are required to manage implementation of this algorithm onboard. The functional scheme of operative route optimization during ice navigation is described in the paper. International regulations regarding passage planning and pollution prevention every year push to increase environmental and safety awareness of personnel involved, so that implementation of this algorithm meets those requirements permitted to use onboard. The following has to be developed: software for optimal route calculation, data management system, statement in safety management system onboard mentioning options, instructions, restrictions and benefits of the method. In this article special attention was payed to the data management. Database and its analysis may allow you to assess the various factors affecting the passage time, may identify situations when suboptimal planning took place. The following parameters are suggested for use - the maximal acceptable time loss, its possibility and the maximal level of acceptable economical risk caused by the time losses mentioned above. These parameters have to be added to safety management system onboard along with the procedures of using this optimization algorithm. Taking into account some restrictions of this method it will allow you to perform safe and effective voyage planning.

The complex of issues related to the formation and operation of the quality management system in the branch «35 Ship Repair Plant» of JSC «Ship Repair Center «Zvezdochka» is considered. The experience of the branch «35 Ship Repair Plant» of JSC «Ship Repair Center «Zvezdochka» in improving the quality of repair works is analyzed. Attention is paid to the role, place and significance of technical control, and to improving its effectiveness. Recommendations for achieving and maintaining the required level of quality are formulated. New approaches to the implementation of technical quality control of ship repair works are proposed. It is indicated that the quality of repair works is largely determined by the technical level of ship repair production and the efficiency of the production process. The problem of improving the technical control at ship repair enterprises is caused by the increasing complexity of quality control of repair works and its costs. The reasons that determine the need to improve the effectiveness of quality control are identified. Basis for the technical control improvement is a technological preparation of production, from the organization of which the measurement accuracy and accuracy of control, the level of mechanization and automation control operations, performance, and quality of labour inspectors, the complexity and number of the personnel of the technical control Department, as well as economic performance of the ship repair production, depend on. The concept of restructuring the system of training, retraining and advanced training of personnel, systematic and continuous improvement of the skills of workers and engineering and technical personnel in order to ensure that their professional training corresponds to the constantly increasing level equipment and technology for creating marine equipment is proposed.

The information about the appearance of steam and gas turbine engines in the fleet, the current state and prospects of their use is presented in the paper. The information about the technical characteristics of marine gas turbine engines is given, the directions of their improvement are determined in order to expand their use in civil shipbuilding. It is shown that the basis for the creation of marine gas turbine engines are industrial and aviation gas turbine engines. For their successful conversion into shipboard systems, it is necessary to choose a design scheme depending on the purpose and displacement of the vessel, upgrade the systems in accordance with the requirements of the operating conditions, and ensure a rational choice of structural materials. The most important tasks in the creation of marine gas turbine installations are to ensure the deep utilization of secondary energy resources by optimizing the parameters of the working process and the design of heat exchange equipment, as well as to ensure the possibility of using the traditional and alternative fuels, including gas. The choice of a heat recovery scheme and the development of a fuel treatment system are complex tasks, when solving which it is necessary to take into account many factors, namely, the purpose of the vessel, the need for heat for their own needs, the availability of free space, the operating modes of the power plant, the limits of the complexity of the working cycle. Promising areas for the use of gas turbine engines in the fleet are the creation of hybrid power plants based on them, including for the vessels with electric propulsion, as well as environmentally safe installations with closed cycles, including for facilities operating in the coastal shelf. The solution of complex scientific and technical problems associated with the expansion of using the gas turbine engines at civil marine facilities requires comprehensive research, including energy and exergetic assessment of the installations efficiency, numerical modeling of the processes, conducting field experiments and experimental design work.

Modern marine turbine units are distinguished by a variety of purposes, types, structural differences, materials and working bodies. This diversity is ensured by the use of innovative information technologies from the preproduction process to the production of final products. It is noted that at the design stage of the turbomachine, it is necessary to take into account the external characteristics of the stage - power, angular velocity, shaft torque, efficiency, etc. It is emphasized that in an effort to reduce the losses in the stage, engineers resort to creating low-consumption partial turbines, in which a significant part of the losses from the partiality decreases due to changes in design parameters. An example of such a design is a turbine with partial blading of the runner. The object of the study is a low-consumption inflow turbine with partial blading of the runner with different admission intensity. The subject of the study is the gas-dynamic characteristics of the flow part of the nozzle diaphragm and the runner of the low-consumption inflow turbine. The main objective of the study is to compare the values of the velocity coefficients of the nozzle diaphragm and the runner of the turbine stage. It is noted that low-consumptions are characterized by small dimensions that do not allow to properly conducting a physical experiment. The method of research in the proposed work is numerical simulation of gas flow using computational gas dynamics. The graphs of the dependence of the velocity coefficients of the nozzle diaphragm and the runner at different admission intensity on u1/C0 are presented in the paper. The unsatisfactory convergence of the coefficients values is established and recommendations for improving the convergence of the gas-dynamic calculation are proposed.

The procedure for constructing a model of an ergatic ship motion control system is described. A ship is an object of joint control by the skipper and the control machine in the “skipper-ship” system. Anthropomorphic control is considered in the form of a sequence of descriptions of discrete control signals. The sequence is based on a set of incomplete representations of elementary motions in the state space of the “skipper-ship” system. The relationship between the parameters of the ship movement and the state of the human-machine interface controls in the wheel-house in order to move on different parts of the trajectory in the state space is taken into account. The possibility of applying the model at all three levels of motion control: targeting, planning, and implementation, is shown. Descriptions of incomplete representations of elementary movements of a ship with two propellers and rudder are given. The description is given in the nine-dimensional state space using normal systems of ordinary differential equations. The set includes 27 incomplete representations of elementary movements. It defines the maximum number of 702 pairwise different signals for discrete state control of the “skipper-ship” system. Techniques and examples of reducing the number of signals for discrete state control of the “skipper-ship” system are shown. They are combined into use cases-templates with reference to the goals of traffic management based on the experience of navigation. Due to templates, in the implementation of anthropomorphic control, it is easier to solve the problems of its design at the levels of target designation, planning and performance. The advantages of the model are noted. They are expressed in the fact that at predicting the vessel movement relative to any point of the trajectory in the state space of the system, it is necessary and sufficient to have the values of the phase coordinates only for this point as the initial conditions for integrating the differential equations of the model and not refer to the movement “in the past”. The model provides an opportunity to analyze the behavior of the vessel under the influence of internal and external uncertainties when performing joint control. The model allows you to perform optimization by solving a finite-dimensional mathematical programming problem.

Power supply of remote from the main communications objects is a one of the main problem in the Arctic area reclamation. Due to the fact that offline power sources have a limited power value, it is necessary to solve the problem of forced power supply to the high-power consumers (industrial installations, localities, etc.). For this purpose, floating power units based on the nuclear power plant are developed and used. At studying the various mooring systems for a floating power unit, the most appropriate option is single point mooring (SPM) with internal vessel turret system. The system allows fixing a vessel position and providing uninterruptible power supply of consumer through the mooring unit. The main part of the system is electrical energy reception and transmission device. It represents slip-ring contact for connecting cables of object and electrical system of the floating power unit. Creation of ship electrical power system consists of converters and commutation equipment is required for realizing transmission and distribution of electrical energy. The analysis results of electrical energy transmission system options from the floating power unit to the object (consumer) are presented in the paper. The various construction options of the electrical energy reception and transmission device for direct docking with the mooring unit are developed. According to the criteria of reliability, manufacturability, weight and volume, a comparison of transmission system options for voltages levels of 10.5, 35 and 110 kV is made. Parameter of ship’s and underwater transmission lines such us numbers and section of cables as well as power and voltage losses have been estimated. Based on the study results, the possibility and feasibility of using such systems are assessed.

Combined propulsion plants get wide spread on modern ships of foreign construction, while in the domestic shipbuilding industry there is practically no experience in the design and testing of these vessels. A distinctive feature of the combined propulsion plants is that the energy for the vessel movement is generated in them in two (or more) different types of ship engines - thermal and electric, working on a common propulsion unit - a propeller. Combined propulsion plants are complex electromechanical systems designed to ensure the movement of the vessel and the production of electricity in the various modes of operation. Combined propulsion plants conjoin the advantages of traditional propulsion systems with heat main engines and electric propulsion plants. A unified electric power system with a combined plant of a work boat is discussed in the paper. The work boat is the first vessel built in the Russian Federation with this type of propulsion system. The feature the combined propulsion plant installed on the work boat is the ability to operate the propeller electric motor in both propulsion and generator modes. The ship uses diesel generators, storage batteries and electric propulsion motor in the generator mode as the sources of electricity. The main modes of the vessel operation, the results of dock and sea trials of the unified electric power system and combined propulsion plant are briefly discussed in the paper. During the trials, the autonomous mode of operation of each electric power source on the auxiliary electric propulsion plant and ship consumers has been checked successfully. New method of synchronization of diesel-generator and autonomous inverter has been realized; it has high speed and accuracy that excludes appearance of current shot when power source connects to the main switchboard.