The study explores the possibility of using titanium as a material for marine drinking water systems. Tests have been conducted to assess the sanitary and hygienic properties of the VT1-0 titanium alloy and the quality of the drinking water in contact with it has been investigated. It has been found that the titanium alloy does not affect the quality of water, which is confirmed by both laboratory and field tests. Based on the test results, a Sanitary and Epidemiological Conclusion has been received from the Department of State Sanitary and Epidemiological Surveillance on Transport of the Ministry of Health of the Russian Federation. CDB "Baltsudoproekt" has carried out pilot study of the ship's drinking water supply system using titanium alloys.

The article discusses new methodological recommendations that provide the possibility of developing Safety Certificates for ice-going ships. The considered recommendations are partially presented in the existing RS regulatory documents for solving similar problems. This article pays attention to clarifications of existing recommendations and gives a more detailed description of the newly developed ones. Clarified recommendations for determining the physical and mechanical characteristics of ice for calculating ice movability and ice strength have been given. Practical methods for calculating the ice propulsion of a ship in various ice conditions (on its own in solid and broken ice, in a channel behind an icebreaker) and a method for determining the achievable speeds of a ship at different percentages of power utilization of the propulsion system are proposed have been proposed. Some provisions of the methodology for assessing the safe distances of a ship in a channel behind an icebreaker at different ice thickness and concentration have been clarified, including those for ships equipped with azimuthing propulsion systems. The main provisions of the methodology for solving problems of ice strength calculation — determining permissible and dangerous speeds of a ship's movement in ice, based on a hydrodynamic model of the interaction of the ship's hull with ice, have been outlined. A method for determining permissible and dangerous speeds for ships with bulbous hulls and vertical side in the area of the hull bow has been proposed. The features of determining permissible speeds of movement in the freezing waters of the port of ships with a low ice class have also been indicated. A method for estimating the ultimate ice thickness that a ship's hull can withstand during ice compression has been proposed based on a probabilistic-deterministic approach to calculate loads during ice compression.

The article discusses a numerical study of the shallow water effects of large cargo catamarans for inland waterways is presented. Numerical simulation has been performed using NUMECA/FineMarine^TM software. The choice of the turbulence model, numerical domain size and computational mesh parameters, including the resolution of the boundary layer, have been discussed. Hydrodynamic for inland catamarans with lengths 112, 132 and 152 m respectively, width of one hull was 9 and 10 m has been studied, relative clearance being in the range of 0,3 — 0,56. Numerical simulations have been performed for water depth of 1,2 m under the keel. Based on the simulation results, the full resistance coefficients have been determined. The results of this study will be used to improve the method of estimation the resistance for large river catamarans in shallow water.

The article discusses the determination of accelerations at various points of the ship from the action of second-order nonlinear forces on the basis of three-dimensional potential theory in regular waves. To determine them, methods of integral equations and the small parameter method have been used. Acceleration calculations using the developed programs have been tested in comparison with programs based on the use of two- dimensional methods. A study of the influence of changes in heading angle and speed on acceleration amplitudes has also been carried out. Acceleration calculations have been provided for various ship types. The significant influence of nonlinear forces on horizontal and vertical accelerations in zones of superharmonic resonant modes in the beam waves and the need to take it into account have been shown.

The article discusses the main provisions of the methodology and the algorithm for determining the permissible speeds when a vertical ship's hull side impacts the edge of the ice cover, taking into account the possible breakage of the ice cover of small thickness from the buckling. The cases of ship hull interaction with ice that require solving the problem of determining permissible speeds in this formulation have been identified. The principal calculation dependencies allowing to determine the maximum contact pressure and linear load, as well as the maximum contact force, have been presented. A procedure of transition from structural strength to ice strength, which can be implemented by means of MS Excel, without involving specialized software, has also been proposed. The solution of this problem is shown as applied to merchant ships having low ice class, bulbous bow and vertical sides in the area of the waterline entrance for transverse and longitudinal framing of sides. It is assumed that the permissible speeds are determined only by the structural strength of the side stiffeners — main and intermediate frames in case of transverse framing and longitudinals in case of longitudinal framing. The results of investigation presented in the article are intended for inclusion in the new methodological recommendations of the Russian Maritime Register of Shipping (RS) for the development of safety certificates for ice-going ships.

The article considers the applicability of shipbuilding steel in respect of a crack arrest criterion based on the simulation of crack propagation in a specimen and in a structural element. The necessity to use steels with "Arc" index has also been estimated.

The article describes ten-year tests of the innovative, fully Russian development — a resource and energy saving technology — gel multimodal additive (GMA) FE-DO on the diesel icebreaker "Admiral Makarov" with the participation of the Russian Maritime Register of Shipping. Brief history of creation and examples of scientific research of the technology, main differences from existing additives, areas of its application in the fleet, in shipbuilding and ship repair spheres, as well as actual problems being solved have been given. Technical indicators on the result of generalized analysis of test documents have been specified showing the restoration of the condition of cylinder-piston group, cleaning of diesel engine from soot and other deposits, reduction of fuel and oil consumption for carbon monoxide, increase of oil life. On the basis of these data the conclusion about efficiency and expediency of application of this development in the fleet has been made.

The article provides a justification for the need to develop and implement requirements to improve the reliability of computerized systems and ensure cybersecurity and cyber resilience of sea-going ships. The article also considers existing regulatory documents on cybersecurity and cyber resilience of ships published by the International Association of Classification Societies. Taking into account the trend of the implementation of the digital technologies in the sphere of maritime transport, an assessment of the development of existing and the development of new requirements has been given.

The article discusses the problem of assessing the operation quality of systems for autonomous shipping (SAS). These systems are one of the key components of autonomous shipping and provide traffic control for maritime autonomous surface ships (MASS). Not only the efficiency of the MASS operation, but also the safety of navigation depends on the quality of their work. Thus, it is obvious that such systems developed by various manufacturers must be certified by Administrations based on the results of their testing by accredited organizations. This requires tools approved by the Administration, in particular the Methodology for assessing the quality of SAS operation. The concept of assessing the quality of SAS operation has been herein presented based on the results of this SAS solution to a set of navigation problems that arise during the operation of a maritime surface vessel. During the testing process, many navigation solutions have been obtained from the SAS, for the analysis of which an evaluation grid has been built. To do this, the navigation solution has been decomposed into components; requirements for these components have been formulated; for each component and each requirement for it, an indicator, which is a measurable characteristic showing the degree of fulfillment of this requirement has been determined; for each indicator, a metric that determines the numerical assessment of the indicator implementation has been generated; a function for convolving indicators assessments to obtain an assessment of the navigation solution component implementation has been determined, as well as the function of convolving the navigation solution components assessments to obtain a numerical estimate of this navigation solution. As a result of navigation solutions assessments convolution, a comprehensive assessment of the SAS operation quality has been obtained. The proposed concept is implemented in a Methodology developed under the contract with the Russian Ministry of Transport. Brief information about this methodology has also been provided.