The paper addresses safety issues of passengers and crew on small high-speed craft subjected to accelerations under operational and emergency conditions, including collisions. It is shown that injury patterns are determined not only by peak acceleration values but also by their temporal characteristics, primarily the rate of acceleration increase (jerk). Analysis of accident statistics (USCG and Southeast Asia) and comparison with road transport indicate that small high-speed craft are characterized by longer deceleration pulses (200–800 ms) and significantly lower jerk values. This results in a predominance of external mechanical injuries, such as bruises and limb fractures, with a relatively low incidence of whiplash injuries to the cervical spine. A critical review of international and national regulatory documents revealed limited applicability of HSC Code calculation methods to small craft, as predicted accelerations are often substantially overestimated. A one-dimensional longitudinal collision model is proposed, and numerical simulations of frontal impacts of a typical 13-m craft with fiberglass, aluminum, and steel hulls were performed. It was found that hull stiffness is primarily governed by shell thickness and material properties. The results enable refinement of passenger compartment layout requirements, justify ranges for use of seat belts, and provide recommendations for improving the regulatory framework of the Russian Maritime Register of Shipping.

Despite efforts to optimize ships and operations, absolute greenhouse gas emissions in maritime shipping continue to rise, reaching 121 % of the 2008 level by 2024 due to the growth in global trade and fleet tonnage. The industry's dynamics are driven by macroeconomic and market factors, not solely environmental initiatives. The article analyzes emission trends over the past 20 years and evaluates the economic feasibility and technical readiness implementation of alternative fuels (methanol, ammonia, hydrogen, biofuels) up to 2040. It examines current and prospective regulatory mechanisms, including the IMO strategy for net-zero emissions by 2050 with interim targets for 2030 and 2040, as well as EU regional measures (EU ETS, FuelEU Maritime). Realistic transitional solutions are identified, such as LNG combined with energy efficiency technologies (EET) and onboard carbon capture (OCCS), along with long-term prospects for nuclear energy. Systemic risks and barriers are formulated, including limited availability of low-carbon fuels, rising operational costs (up to $45,000 per day for ships in the EU by 2035), and shipbuilding capacity shortages. Prevailing market dynamics show a lack of economic benefits from "green" fuels due to high costs and infrastructure constraints. Regulatory measures act as additional trade barriers, shifting costs to end consumers. The industry faces a gap between ambitious goals and real capabilities; without synchronizing policy, technology, and capital, achieving net-zero by 2050 remains questionable. The most likely scenario is widespread biofuels, in particular bio-LNG use as a transitional fuel with gradual nuclear implementation in the 2030s.

The paper presents the results of an analysis of international and national measures to decarbonize maritime and inland waterway transport, the main international measures, as well as national domestic policy instruments aimed at reducing the carbon footprint of transport services. The purpose of this article is to provide the reader with the exhaustive list of currently available national and international instruments compensating damage from carbon emitted by ships into the environment and to identify the main trends in the global transformation of the transport sector of the global economy.

The article discusses the physical-chemical properties of hydrogen in various states of aggregation, with an emphasis on ensuring the safety of its transportation in liquefied form (LH2) on ships. The purpose of the study is to identify the key hazards to ship's storage systems, crew, personnel, and the environment associated with LH2 storage and transportation. To achieve this goal, the author summarized data from domestic and foreign studies, as well as regulatory documents, including phase diagrams, characteristics of hydrogen isomers (ortho- and para-hydrogen), limits of flammability and interaction with materials.
The main objectives of the article include: analysis of the physical characteristics of hydrogen in gas and liquid states; assessment of chemical properties such as high diffusivity, wide flammability limits and propensity to detonation; study of the effects on structural materials, including hydrogen embrittlement and cryogenic effects on metal ductility; as well as analysis of the physiological effects on humans. As a result, the following risk categories were identified: cryogenic (cold injuries, embrittlement of materials), fire-hazardous (invisible flames, explosive mixtures with oxygen), technological (leaks, permeability) and related to the human factor (lack of crew training). LH2 is the most efficient but difficult-to-handle energy carrier, requiring special risk mitigation measures, including the choice of materials (austenitic steels, aluminum) and insulation systems. The research is relevant in the context of the transition to hydrogen energy and decarbonization of transport, offering a framework for designing safe marine systems. Further study of storage capacities and risk assessment methods is recommended. The purpose of the article is to identify the key physical-chemical properties of hydrogen in the gas and liquid phases, as well as the associated hazards to ship storage systems, crew, personnel and the environment, in order to ensure safe marine transportation of liquefied hydrogen (LH2) as a promising energy carrier in the context of decarbonization and the transition to clean energy.
Objectives of the article:
to summarize and analyze research and regulatory data on the properties of hydrogen in various states of aggregation, including the phase diagram, density, diffusion, and isomeric forms (ortho- and parahydrogen) with ortho-paraconversion;
to study the chemical properties of hydrogen (flammability limits, burning rate, detonation, interaction with oxygen) and influence on materials (hydrogen embrittlement, cryogenic effect, thermal compression);
analyze the physiological effects on humans (suffocation, burns, hypothermia), identify risk categories, and propose mitigation measures for safe LH2 storage and transportation systems on ships.

A study of the foreign regulatory framework has shown that a reliable way to reduce greenhouse gas emissions to zero by tugboats is to use vessels with a fully electric power plant consisting of rechargeable batteries. For this reason, the purpose of the study is to determine the feasibility of creating a climate project for the transfer of port tugboats to a fully electric power plant consisting of rechargeable batteries; the possibility of registering planned actions as a climate project; the economic feasibility of such a project in Russia and in the EU.
The article evaluates the applicability of this project and shows the conditions under which it becomes possible to obtain a positive effect, when the costs of implementing measures can be partially offset by the implementation of carbon units. The article shows that from a technical point of view, the climatic project of transferring a tugboat to a battery power plant is feasible, since at the moment the components themselves for conversion (batteries with the necessary characteristics, emergency diesel generators, etc.) are freely available, as well as similar samples of marine equipment. An important aspect and the main disadvantage of the climate project under study in our country is that for its registration it is necessary to prove that the actions taken will reduce the company's carbon footprint by the required amount (i.e. by 50,000 tons of CO2-eq/year), which can potentially be performed by a towing company spending about 16 thousand tons of petroleum fuel per year and/or owning a fleet of tugboats with a total capacity of 38 MW.
The results of calculations of the economic feasibility of the studied climate project in relation to the EU and the Russian Federation demonstrate that despite the favorable "climate" for the creation and implementation of climate projects in the EU, the significant price of electricity almost completely negates the benefits of not having to pay significant taxes on sulfur emissions and sales of relatively expensive carbon units. In relation to the EU, the expected reduction in operating costs is an insignificant amount, comparable to the error of the calculation itself, in other cases, the calculation showed a significant increase in the cost of operating costs (up to 46 %). Despite the relatively low cost of a carbon unit in the Russian Federation, in some cases the reduction in operating costs exceeded 20 %, which may be explained by the low price of electricity.

The article presents an analysis of the key problems of the development of the Northern Sea Route (NSR) as an international transit route, based on the report of the Russian Federation to the ESCAP working group. The authors identify six main categories of challenges: natural and climatic (ice conditions, short navigation, drifting ice), infrastructural and logistical (lack of ports, lack of rescue equipment), technological and navigational (dependence on icebreakers, communication problems), economic and financial (high cost, unpredictable timing), administrative and regulatory (permits, tariffs), as well as environmental (prohibition of HFO, pollution risks). The measures to overcome them were considered in detail: the development of the nuclear icebreaking fleet (projects 22220 and 10510 "Leader"), the issuance of ice passports for ships, the modernization of port infrastructure (Sabetta, Murmansk), the creation of an integrated transport network ("Northern Latitudinal Passage"), the introduction of monitoring systems ("Arctic-M", "Sphere"), preferential treatment in the Arctic zone of the Russian Federation (AZRF) to attract investment, as well as environmental initiatives (elimination of accumulated damage, protected areas). Attention is paid to technological solutions such as doubleacting ships and crew simulators. The conclusions emphasize that the NSR is successfully solving internal problems, but further expansion of the fleet, infrastructure and international cooperation is required for international transit. Despite the efforts, the competitiveness of the NSR is limited compared to the southern routes. The article is aimed at experts in the field of Arctic shipping, logistics and politics, offering a framework for strategic planning.

The existing methods of thruster design were developed in the middle of the 20th century. Currently, there is a need to develop modern techniques. The purpose of the work is to create a methodology for calculating the hydrodynamic parameters of a tunnel thruster (TT). The technique is implemented on the basis of the hydraulic calculation of the TT as an unbranched pipeline with an axial pump. During the development of the methodology, the tasks of developing theoretical provisions, determining pressure losses at the entrance and exit to the TT channel, when flowing around the gearbox nacelle and struts, when flowing through protective grids, and the problem of determining the pumping characteristics and matching them with the characteristics of the TT channel were solved. Pressure losses were determined using a number of CFD calculations. Based on them, the dependences of the pressure loss coefficients on the geometry parameters of the TT elements were obtained. The methodology was verified based on experimental data and the results of CFD calculations of TT. Thus, the created methodology can be successfully used in the design of modern tunnel thrusters. The methodology was developed within the framework of the federal project "Stimulating demand for domestic products of the shipbuilding industry" of the state program of the Russian Federation "Development of shipbuilding and technology for the development of offshore fields".

This paper presents a comparative analysis of the requirements set by leading classification societies within IACS for the minimum thickness of side shell plating in the midship region. The study covers the rules of such organizations as the Russian Maritime Register of Shipping (RS), DNV GL, Bureau Veritas, American Bureau of Shipping, and others. Based on an extensive register book database comprising more than three thousand vessels, calculations of the minimum side shell plating thickness were performed in accordance with the standards of each society. The obtained results allowed not only for a comparison of the requirement levels of different classification societies and the identification of global trends in this area but also for an assessment of the competitiveness and potential reserves of the domestic fleet. To align the requirements of RS with those of foreign classification societies and to facilitate the process of assigning a ship to the RS class, a proposal for adjusting the calculation formula for minimum side shell plating thickness is put forward.

The operation of metallic structures of ships and coastal facilities in marine atmospheric conditions is accompanied by intensive exposure to corrosion-active factors, including high humidity, salt-laden air, temperature fluctuations, and ultraviolet radiation. These effects lead to accelerated degradation of protective coatings and a reduction in the service life of metal structures. One of the most widely used paint and varnish materials for anticorrosion protection is PF-115 enamel; however, its operational stability in aggressive marine environments is limited, which necessitates improving its protective performance.
The aim of this study is a comparative assessment of the protective properties of standard and nanomodified PF-115 coatings under conditions simulating marine service. The research objectives included analysis of the coating formulations, accelerated corrosion testing in a salt spray chamber, cyclic climatic testing under variable humidity and temperature, adhesion evaluation, and microstructural analysis of the coatings. Zinc oxide and titanium dioxide nanoparticles with particle sizes of 20–100 nm were used as nanomodifiers at a total content of up to 3 wt.% of the dry matter. The results demonstrate that the incorporation of nanodispersed additives reduces the corrosion rate, increases the number of climatic cycles before the onset of coating degradation by 1.8–2 times, maintains adhesion at 4.0–4.8 points after 60 test cycles, and prevents the formation of localized underfilm corrosion.
The findings confirm the enhancement of barrier properties and operational reliability of the nanomodified PF-115 coating and indicate its suitability for protecting ship and coastal metal structures under marine environmental conditions.

This review article provides a comprehensive analysis of the current status, technological capabilities, and prospects for the implementation of additive manufacturing (AM) in the shipbuilding industry. It systematizes and compares global and Russian experience with additive technologies, focusing on identifying the most in-demand materials and technological solutions for the production and repair of ship components. Particular attention is paid to the metallurgical aspects of AM: the structural formation and properties of metallic materials synthesized using additive methods are examined in detail. The paper examines the typical defect types inherent in additive manufacturing and proposes scientifically based approaches to minimizing them and managing quality. The paper systematizes the key technological limitations, economic, and regulatory barriers hindering the implementation of additive manufacturing in shipbuilding, and develops strategic initiatives and approaches for overcoming them, based on the development of the regulatory framework, materials science, and post-processing technologies. It has been demonstrated that the further evolution of additive technologies and the associated materials science framework has the potential to transform traditional approaches to the design and manufacture of marine engineering products. This paves the way for significantly improving the operational efficiency of ships, reducing production time and costs, and optimizing spare parts logistics throughout all stages of the shipbuilding product lifecycle.

The search for alternatives to petroleum-based hydrocarbon fuels for marine propulsion systems is driven primarily by environmental factors. This article formulates the requirements that alternative fuels must meet and identifies the most promising: hydrogen, ammonia, and methanol. The article analyzes the existing experience of using these fuels in marine propulsion systems, identifying the problems and necessary upgrades to marine engines. The article describes existing methods for producing hydrogen, ammonia, and methanol, outlining their advantages and disadvantages. It is noted that most existing technologies for producing alternative fuels require significant energy inputs and are accompanied by harmful emissions into the atmosphere. Therefore, when assessing the energy efficiency of using alternative fuels, it is necessary to consider energy and environmental factors in both the use and production of fuel. Directions for further scientific research in the field of alternative fuels for marine propulsion systems are outlined. The goal of this research is to develop an approach that ensures an objective assessment of the environmental impact of switching to alternative fuels. The study concluded that the use of hydrogen, ammonia, and methanol in marine propulsion systems offers potential for reducing the carbon footprint of maritime transport, although it may increase NOx emissions. The actual environmental impact should be assessed across the entire fuel life cycle—from raw material extraction to combustion. Current production technologies for these fuels are too energy-intensive and economically unviable, and marine engines require significant modernization. Expanding their use is only possible with further improvements in fuel production technologies and internal combustion engine operating processes.

A method is proposed for the approximate determination of the loads necessary to calculate the strength of a ship's rudder acting on the elements of a composite variable-profile rudder equipped, using aviation terminology, with a slat and flap. According to the literature data, the influence of various mechanization options on the main hydrodynamic characteristics of the steering wheel is analyzed. It is shown that a three-link steering wheel equipped with a slat and flap is the most effective. The technique involves calculating the loads on the structural elements of a three-link rudder based on the results of purging a rudder equipped only with a flap. Formulas for determining forces and their corresponding hydrodynamic coefficients are presented.