The article discusses the problem of high costs and long cleaning times for cargo tanks of universal tankers when changing types of bulk cargo. The purpose of the work is to substantiate the concept of the flexible Tankerpack system with upper location of technological openings and the use of a temporary deck cargo system, which allows to completely isolate the cargo from the internal surfaces of the tank and regular pipelines. The key result is the demonstration of operational advantages: elimination of tank washing, reduction of the vessel preparation time from several days to several hours, minimization of cross-contamination risks and harmful discharges into the environment. The paper concludes that the system is promising for improving the economic efficiency and environmental safety of marine transportation of bulk cargo.

The aim of this work is to analyse information on existing small unmanned vessels and unmanned surface vessels (USVs) in the Russian Federation, in order to determine their potential application at offshore oil and gas fields.

The study provides a review of Russian and foreign USV manufacturers available on the domestic market as of late 2025. A total of 32 organisations, including 18 private companies (some with state participation), 8 higher education institutions, and 6 distributors were identified. A database comprising 55 USV samples at various levels of technological readiness was compiled.

The samples were classified according to their maturity level: serial production, pre‑series, experimental and design projects. Technical specifications were examined in detail, including primary purpose (mainly hydrographic and research applications), self-sustaining period (mostly 4–8 hours), seakeeping characteristic (primarily up to Sea State 2), and communication, navigation, and control systems. The typical equipment configuration and application schemes were also analysed.

An assessment of USV applicability in offshore field conditions was performed, taking into account ice and hydrometeorological restrictions (ice‑free windows of 3–5 months, frequent storms). The most promising models for cargo delivery, hydrographic operations, and situational monitoring were identified.

The study demonstrated that the current state of the market allows for recommending a phased introduction of unmanned surface vessels through pilot operation in the most favourable areas, followed by subsequent scaling‑up.

This article examines the adequacy of the Greenhouse Gas Fuel Intensity (GFI) indicator, which is a key element of the IMO's developing Regulations on the Net-Zero Framework and the methodology for assessing Well-to-Wake (WtW) lifecycle emissions. Based on a representative sample of ships under the Russian flag (oil tankers, container ships, dry cargo ships (general cargo)) with various CII ratings, the authors performed a series of calculations for seven scenarios replacing conventional fuel with very low sulfur fuel oil (VLSFO) and biofuels (FAME, HVO).

The results of the study showed that the GFI indicator is insensitive to a ship's operational efficiency, and switching to alternative fuel types does not lead to a significant reduction in the carbon footprint under the WtW methodology. It was established that by 2030, most ships will be obliged to pay "carbon fees" to the IMO Net-Zero Fund. Paradoxically, the most economically advantageous strategy for a shipowner in the short term is to refrain from implementing biofuels, as their adoption leads to double expenses (higher fuel costs plus the IMO payments). The authors conclude that in its current form, the GFI is an instrument of fiscal, rather than direct environmental, regulation. Its effectiveness is only possible through a comprehensive approach that combines energy efficiency improvements and the use of external energy sources.

This article focuses on identifying systemic issues in the development of Russian seaports and analyzing domestic and international methodological approaches to assessing their efficiency and potential. Based on a review of regulatory documents, academic publications, and statistical data, the study identifies key constraints hindering the development of Russian seaports: high levels of fixed asset depreciation (60– 75%), structural imbalances in the development of specialized terminals, mismatches between the operational parameters of ports and their supporting infrastructure, a lack of access to data required for performance assessment and verification, and the impact of sanctions. The study examines domestic methodologies (a three-component model of a region's transport and logistics potential, an integrated assessment of PPP projects, a stakeholder approach, official methodologies from the Russian Ministry of Transport, and simulation modeling in AnyLogic) and international tools (the World Bank’s CPPI, PISI of UNCTAD/KMI, PORTS Benchmark, DEA, and MCDM models) for evaluating the performance of port infrastructure. A comparative analysis of their applicability has been conducted, and barriers to their implementation have been identified. The study concludes that there is a need to develop a hybrid national assessment methodology that incorporates best international practices while accounting for the specific characteristics of Russian ports. The research findings can be used to refine public administration tools and substantiate investment decisions in the port infrastructure sector.

The paper considers the main technically feasible stationary and mobile methods of hydrogen storage. The objective of the study is to analyze the applied and prospective solutions and to define the main criteria for their comparison. The goal of the study is to determine the most suitable hydrogen storage technologies for implementation in marine transport. For this purpose, the research materials of domestic and foreign scientists, as well as relevant guidance documents, were summarized and analyzed. The approach used made it possible to analyze modern hydrogen storage technologies, determine the most suitable ones for implementation in marine transport and compare them using the identified criteria.

The article presents the results of numerical modeling of the hydrodynamics of the catamaran vessel KT-619 with a length L = 65,4 m, a width B = 5,76 m, a draft T = 1,85 m and a clearance (the distance between the inner sides of the vessel hulls) b = 3,44 m when moving at speed from 3,6 m/s to 7 m/s (Fr from 0,093 to 0,268), performed in the NUMECA/FineMarineTM software package at different values of roughness grain heights (0 m, 0,0003 m, 0,0001 m, 0,0003 m, 0,001 m, 0,003 m and 0,01 m). The numerical simulation parameters, as well as the computational grid, were established based on verification with the results of model experiments, which demonstrated good agreement. Based on the simulation results, graphs were constructed of the dependence of the total drag coefficient on the Froude number for each roughness grain height. The obtained data were compared with the results of M.Ya. Alferyev's research, and conclusions were drawn regarding the roughness grain heights that ensure the best agreement with M.Ya. Alferyev's results. The obtained results will be used for research into reducing wave drag on heavy-lift catamarans using bulbous floats.

The article addresses the justification and regulation of ship navigation safety parameters, taking into account the restrictions defined for the required area of operation. An analysis of the existing approaches has been performed, and the development of methods reviewed — ranging from early simplified empirical ones to modern complex probabilistic-statistical and simulation models. The missing components of the considered approaches, which solve the problem in a point-wise and insufficiently comprehensive manner, are identified. It is noted that the lack of a uniform basis for calculating dangerous situations and obtaining a sufficiently general picture of the environment can lead to adverse consequences for the crew and the vessel. In conclusion, directions for the development of methods for assessing safe ship navigation are proposed, including the improvement of calculation models, systematization and standardization of safety assessment procedures. The implementation of such directions can make it possible to create an effective toolkit for ensuring justified, adaptive and safe ship navigation.

External reinforcements on ships are strips of a specific shape and cross-section that are welded horizontally or at an angle to the outer shell plating of the hull. They are installed to protect the shell plating from abrasion during the extraction of fishing gear, in areas where the ship comes into contact with anchors, and in other situations. It is assumed that, to a large extent, the outer strips reduce the abrasion of the shell plating from ice, in such cases, the term external ice reinforcement (EIR) is often used. It is known that their use on ships has a number of features and provides some advantages and disadvantages in terms of strength, durability and operating costs.

At the moment, the evaluation of the effect of EIR on strength is possible only when performing direct calculations using numerical or analytical methods. The purpose of this work is to determine the optimal values of the EIR design parameters from the standpoint of an accepted criterion that reflects a compromise between a change in strength and a change in weight. The tasks of the work include selecting the cross-sectional profile of the strips, numerical strength calculations using the finite element method, varying the main structural parameters of the reinforcements (such as the cross-section size, installation interval and angle of inclination of the strips), selecting an indicator for comparing different structural reinforcement options, as well as analyzing the results obtained.

In the course of the study, it turned out that for the selected side assembly with a transverse recruitment system, the angle of inclination of the strips up to 15° gives the maximum efficiency indicator. It is more convenient to choose the radius and gain interval through their ratio, which in the range from 1/8 to 1/12 also gives the maximum value of the efficiency indicator. Comparisons also show that rectangular-cross-section EIRs may be preferable to semicircular ones in terms of metal consumption.

This paper presents a rationale for revising the requirements of the Rules of the Russian Maritime Register of Shipping (hereinafter referred to as RS) regarding photoaging testing of non-metallic materials. The article presents arguments supporting the need for these changes. It is shown that the Rules’ requirements for ultraviolet aging testing (largely unchanged since 1977) cannot be correctly implemented due to ambiguous wording and the lack of additional necessary technical information. It is also established that laboratories approved by RS to conduct such testing are also unable to fully comply with the Rules’ requirements. It is noted that RS requirements differ significantly from both the requirements of global classification societies (CS) and the requirements of domestic state standards. Using various scientific papers devoted to the photodegradation of polymer composite and non-composite materials as examples, the need to include standardized parameters such as the UV wavelength of the radiation source and power density, which are essential for conducting accurate testing, is demonstrated. In conclusion, it is proposed to amend the wording of the RS Rules on testing for ultraviolet aging by specifying the range of UV radiation (200–400 nm), the range of power density (70–100 W/m2), and the recommended power of the UV radiation source (210–350 W).

The article addresses the main methods of ballast water treatment and their impact on the energy efficiency index (CII). In connection with the amendments to the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM), adopted by IMO Resolution MEPC.297 (72), dated September 8, 2024, all ships engaged in international voyages should be equipped with ballast water treatment systems (BWTS), which complies with Rule D-2 of the BWM Convention and timely carry out appropriate ballast water treatment. This processing requires additional energy consumption, which depends on the type of BWTS, which affects the operational carbon intensity indicators (CII). The article provides a comparative analysis of energy consumption for ballast treatment by various methods used on Russian ships and determines the impact of BWTS operation on CII indicators. The parameters of the ship and the BWTS have been determined, which define the change in the CII indicator as a result of the use of the BWTS.

The aim of the work is to estimate the impact of BWTS' energy consumption on the energy efficiency of marine ships and to determine the ship parameters that affect the increase in CII. The calculations show that supertankers carrying on short-distance voyages and using BWTS based on UV-treatment of ballast water are most affected (increase CII to several percent).

This article examines the features of marine propulsion systems (MPS) of autonomous marine ships (MASS) and the factors affecting their reliability. It was noted that the key feature of the MASS MPS is zero maintainability during the voyage, as a result of which a non-critical failure under normal conditions can escalate into an unacceptable accident. Ensuring the reliability and safety of MASS will inevitably require maximum automation of the ship’s propulsion system, regardless of its configuration, maintenance planning, as well as a significant increase in the reliability of propulsion system components. The authors analyze the potential for marine energy development and consider the most suitable MASS propulsion system configurations in terms of the system configuration and engine room equipment operating conditions. To substantiate possible MASS propulsion system type and configuration options, existing regulatory documents in this area are also reviewed. The purpose of this article is to examine the characteristics and required properties of MPS for MASS and to identify the MPS types and compositions that best meet these requirements.

Issues related to the reduction of greenhouse gas emissions in maritime transport have become a priority in recent years. The International Maritime Organization has introduced a set of mandatory requirements aimed at limiting carbon dioxide emissions from ships both at the design and operational stages. As technical solutions in this area, specialists consider both the use of liquefied natural gas as marine fuel and the implementation of onboard carbon dioxide capture systems. The article considers an onboard carbon dioxide capture system, based on the extraction of CO₂ from the exhaust gases of marine engines, followed by processing and temporary storage of the captured gas on board the vessel for subsequent unloading in port. The methodology and results of CO₂ emission calculations are considered. For vessels using LNG, this technology is of particular interest, since it can be integrated into existing energy and technological systems without significant changes to the design of the main power plant.

This paper examines the physical nature of misfires in WinGD X-DF marine dual-fuel gas engines operating in gas mode using the low-pressure Otto cycle with lean methane-air mixtures. The effect of the excess air ratio (λ) on ignition stability is analyzed: it is shown that at λ ≈ 2,2–2,6, the flame propagation velocity decreases, while exceeding the upper stability limit (λ ≈ 2,6) leads to a sharp increase in combustion instability and misfires. Particular attention is paid to the effect of ship motion on RPM fluctuation and its interaction with the standard misfire diagnostic system, which is part of the ECS. Based on an analysis of the standard logic (misfire counting over 6 cycles with thresholds of 3/6 after the 2019 update), the causes of false alarms during synchronous load fluctuations were identified, the need for differential diagnostics and the feasibility of increasing the sensitivity threshold were demonstrated.

Methods for early detection of pre-malfunction conditions were proposed: introducing a synchronization coefficient based on the maximum combustion pressure to distinguish local misfires from external disturbances, as well as monitoring the coefficient of variation of the maximum combustion pressure. Algorithms were developed for adaptive correction of pilot injection parameters (advance angle and duration) and predictive λ control in transient conditions (abrupt load drops) with smooth closing of gas valves and boosting of the pilot portion. All solutions are implemented as an additional software module that does not require hardware modifications.

The article addresses the issues of cyber resilience of specialized software designed to calculate the criteria of the safe seagoing and ship loading management. The digital transformation of shipbuilding and vessel operations requires the implementation of technical and organizational reactions for detecting, responding to, and recovering from cyber incidents. The main cyber risks associated with onboard software are described, including virus software, hardware failures, data integrity mistakes, and information falsification, which can lead to accidents, environmental disasters, and financial losses.

The requirements of classification societies for software cyber stability starting from 2024 are considered, as well as the responsibilities of participants in the ship's life cycle — from designers and developers to shipowners and crew. Special attention is paid to data validation, backup storage, access management, and software updates. Specific functions are proposed for implementing cybersecurity in the development of on-board software, including user identification, event logging, data integrity monitoring, and system recovery after incidents. In conclusion, it is noted that only a systematic approach and the joint work of all participants in the life cycle can ensure reliable cyber stability of ship systems and safe operation of ships in modern conditions.

The article analyzes the requirements for ensuring the reliability and survivability of ship’s power plants (SPP) as well as their elements. The article presents the reasons and problems that hinder the use of the classical approach to assessing the reliability of mechanical equipment in SPP, the need to take into account slow-flowing degradation processes that lead to emergencies is considered. The requirements of the Register Rules for ensuring the survivability of the SPP are described. The analysis of possible redundancy schemes for system elements used on sea vessels and regulated by the Rules of the Registry is carried out. Using the example of a typical emergency, the relationship between the risk of loss of deck containers and the reliability of SPP systems is shown. The SOLAS provisions containing a double interpretation of the requirements for ensuring uninterrupted operation of the oil lubrication system of the main engine are defined, and a wording for correction is proposed. The aim of the work is to propose an adjustment to the SOLAS requirements to increase the reliability of the SPP and reducing the likelihood of accidents involving maritime vessels, which may result in the loss of the vessel, cargo, or environmental pollution. This approach is relevant due to the expected expansion of autonomous shipping.