Port Water Area Research Articles

Research of risk factors for tanker navigation in the seaport area

The article is aimed at identifying, systematizing and analyzing risk factors to improve the safety of tanker navigation in the seaport waters. The article discusses methods of risk assessment and risk management when planning tanker navigation in the port area. The author proposes a classification of risk factors for tanker navigation in the seaport water area into five classes: class of risks regarding the structure of the port and its water area; class of risks regarding hydrometeorological factors; class of risks regarding ship controllability; class of risks regarding technical means and methods of navigation; class of risks regarding the navigation management system in the port water area. It is proposed to quantify the described risks using safety factors. These safety factors are obtained based on expert assessments that reflect the complexity of the analyzed operations, which corresponds to the accepted approaches in maritime shipping. Considering the methods of intuitive hazard assessment already developed in practice, the safety factors (for each risk factor) are determined through a step function. The most significant scientific result is the creation of a unified approach to quantification for all risk factors considered and the construction of a risk factor tree for tanker navigation in the seaport area. This is the basis for the next stage of assessing the coefficient of navigational safety of navigation in the port area and developing a comprehensive risk analysis model. Thus, an analysis of possible risks associated with the impact of various factors on the safety of tanker navigation in the seaport waters was carried out. These risks cover a wide range of influences, including the structure of the port and port waters, the impact of hydrometeorological factors, ship characteristics and its controllability, as well as the organization of control and management of ship traffic in port waters. The developed methodology for quantifying the identified risks made it possible to calculate the coefficients of navigation safety for specific areas and the entire port area. The peculiarities of the proposed approaches to risk assessment and the methodology presented can be key tools for determining the level of navigation safety and making informed decisions when navigating ships within ports and can contribute to a more accurate analysis of risks and the impact of various factors on navigation safety

MSP for port areas – To what extent should we interfere with governance of ports’ waters? Case study of Polish seaports

The EU MSP Directive imposed the requirement to develop plans for all water areas under the jurisdiction of an EU country by the end of March 2021. Poland is the only country in the Baltic Sea Region whose maritime administration has decided to elaborate detailed maritime spatial plans for port waters. The aim of the paper is to draw conclusions from the work carried out so far on the MSP for Polish port water areas. For this purpose, the drafts of the first ever plans for port areas, constituting Poland’s internal marine waters, were considered. The authors analysed planning efforts concerning Polish port water areas in two stages, quantitative and qualitative. The subjects of the analysis were the draft spatial maritime plans, prepared or in preparation, for three selected ports – Gdańsk, Szczecin and Elbląg. These study cases were chosen to represent the best variety of approaches (they were elaborated by different planning companies, having very different planning backgrounds) and were the basis for evaluating the solutions proposed in the draft plans in terms of possible interpretations of the plan’s provisions. The paper raises such questions as: What kind of functions (uses) occur while elaborating the maritime spatial plan of the port’s waters?; How are the functions distinguished within the ports’ plans interpreted by planers originating from different environments and having different types of planning experience?; How could the process of maritime spatial planning for port waters be coordinated between port authorities, maritime administration, and municipal authorities?

МАТЕМАТИЧНА МОДЕЛЬ ПРОГНОЗУ ЗНАЧЕНЬ ОСНОВНИХ ХАРАКТЕРИСТИК МОРЕХІДНОГО СТАНУ ТАНКЕРА ПІСЛЯ ЗАВАНТАЖЕННЯ

Transportation of oil cargoes by the world tanker fleet takes place in various climatic zones with significant fluctuations in ambient temperature. When the temperature of the oil cargo increases, its volume will increase, which may lead to increasing the risks of the cargo spilling onto the ship's deck. International conventions and codes that regulate the transportation of crude oil and petroleum products allow the use of only 98% of the cargo capacity of the tanker, the remaining 2% is called the safety factor, i.e. the margin of volume for the unforeseen expansion of the cargo when sailing in different climatic zones. From the other hand, the intensity of cargo operations during the transportation of various types of cargo, including oil cargo, has led to an increase in the role of the "human factor" in ship’s energetic system. Reducing the number of ship crews leads to the accumulation of fatigue, distraction of the attention of ship operators (masters) in the process of increasing the intensity of carrying out cargo operations on the ship. A significant share of tanker fleet accidents occurs as a result of loss of control over the volume of bulk cargo that is accepted in each tank of the vessel. The operator's lack of accurate information about the state of each tank’s filling at the current moment of time leads to the risk of overflowing of a separate tank, which, in turn, can cause the spillage of bulk cargo, for example, petroleum products on the ship's deck and on the water surface of the port's water area. The relevance of these problems determines the direction of this research. For constant dynamic monitoring of the tanker parameters’ conformity during loading operations, considering parameters that maximally satisfy the requirements of maritime safety and taking into account all restrictions, such as the maximum permissible volumes of oil cargo in tanks, the current study proposes to use a mathematical model and create a system for automatic control of tanker loading. Keywords: oil cargo, tanker, level gauges, safety factor, loading control, mathematical model.

Design of buoy network in port water area for monitoring air pollution: A robust optimization approach

Buoy network is a promising technique to monitor air pollution in port water area, which is not limited by terrain and can provide continuous measurements at a low cost. Determining the number and location of buoys is a key issue in the design of the buoy network, however, it is affected by stochasticity of wind direction, wind speed, and emission intensity of ship exhaust. Therefore, a robust optimization approach is proposed to solve the problem of how to design buoy network in port water area for monitoring air pollution, i.e., to determine the number and location of buoys, with consideration of stochastic ship exhaust emissions and wind conditions. First, a bi-objective robust optimization model is developed based on the concept of p-robust to maximize monitoring capacity and minimize costs of buoy network. A method for constructing stochastic scenarios is subsequently proposed by combining Latin Hypercube Sampling, ship emission inventory, and atmospheric diffusion simulation. Then, a solution algorithm integrating Epsilon-constraint and Nash bargaining solution methods is presented to solve the model. Finally, a container port in eastern China is selected as a study case. Finally, the relative regret of the obtained robust layout is less than 13.04%. Results show that improving monitoring capacity and cross-scenario robustness is premised on increasing costs, decision-makers need to balance these aspects and design a buoy network with actual budgets. This study provides insights into how to design a buoy network to monitor air pollution in port water areas, and presents methods to determine the decision solution of a bi-objective robust optimization model, which helps maritime and environmental authorities manage ship emissions in port and coastal regions.

RISK-ORIENTED MANAGEMENT OF PORTS IN THE IMPLEMENTATION OF CONCESSION PROJECTS

The subject matter of research in the article is the models and methods of risk management in the process of implementing concession projects within the port activities. The goal of the work is to develop a risk management model for the implementation of concession projects in the port to improve the efficiency of port activities and ensure the competitiveness of port services. The following tasks are solved in the article: analysis of international and national experience in reforming the port industry, consideration of the essence of the project-oriented approach in port management, determination of the relevance of the implementation of public-private partnership projects on the example of concession projects in the port, analysis of risks arising from the project management of ports within the concession, identification of concession project stakeholders, proposal of a classification model for risk distribution among project stakeholders, prioritization of risks based on the probability of their occurrence, identification and significance of negative consequences, development of a risk assessment model for port production in concession projects. The following methods are used: project management methods, failure mode and effects analysis method, risk management theory, quality management methods. The following results were obtained: based on analytical research of the world and Ukrainian experience in the operation of transport hubs, it was proved that an effective mechanism for increasing the competitiveness of ports is the implementation of reform principles based on project management methodology. It has been established that the most common type of port activity improvement is the implementation of concession projects. It is noted that in the process of managing a concession project, certain risks arise that require assessment. The stakeholders of the concession project are identified and a classification model for the distribution of risks between them is proposed. A model of risk-based port management in concession projects has been developed based on the failure mode and effects analysis method taking into account the determination of the risk priority rank. Conclusions. To increase the competitiveness of ports, it is proposed to develop and implement concession projects in port activities based on the project management methodology, the implementation of which can increase the efficiency of port services. There are risks in the management of port activities within a concession project. It is proposed to distribute them among stakeholders and determine the probabilities of occurrence, identifying risks, assessing the significance of their impact on the quality of port services. Based on the proposed risk assessment model, taking into account the determination of the priority rank, it is shown that the greatest risk is associated with the implementation of customs formalities and the danger of the port water area.

ОСОБЛИВОСТІ КЕРУВАННЯ СУДНОМ ПРИ ПЛАВАННІ В ПОРТОВИХ ВОДАХ У КОНТЕКСТІ ПІДГОТОВКИ МОРЯКІВ ТА ПЕРЕВІРКИ КОМПЕТЕНТНОСТІ

Establishment of the appropriate communication with the pilot, exchange of all the necessary information for the safe passage of the vessel, awareness by all responsible parties of their duties and the correspondence of their competency to the positions held, as well as knowledge and understanding, among other aspects, of the elements of bridge resource management theory, not only do not lose but even acquire greater relevance today. This fact is confirmed not only in practice but is also reflected in the relevant statistical materials. This partially appears in the following: despite the recommendations of the International Maritime Organization (IMO), other sources and the requirements of the relevant regulatory documents, many ship captains put too much trust in pilots when maneuvering the ship in port waters or channels. This paper examines the issue of sailing in port and inland waters from the perspective of the human factor's influence when using pilot services. The effectiveness of training for seafarers in the first approach has been evaluated with the aim of increasing the level of navigational safety and promoting responsibility awareness for all parties involved with regard to their duties, as well as assessment of their competency. In accordance with the obtained results, only 9.7% of seafarers out of the total number of participants were able to complete the set task of exiting the port water area in the Bay of Haydarpaşa (Istanbul, Turkey) and the Bosporus Strait in a safe and successful way on the first attempt and without pilot’s and/or tugs’ assistance. At the same time, this task did not cause difficulties for the respondents who undergo regular training in their companies and increase their level of competence. The experiment was conducted using a navigational simulator by means of simulation modelling methods. Keywords: ship handling, pilotage, certification and training, competence assessment.

State of marine biota in the water area of the Muchke Bay’s Coal Terminal of the Tatar Strait

An analysis of the species composition of phytoplankton and ichthyoplankton was carried out for the first time in the port water area of the Muchke Bay (Tatar Strait) in autumn. The species composition, distribution features and structure of macrozoobenthos were considered. Phytoplankton density is evenly distributed in the study area. The density of diatoms reached 97 % of the total phytoplankton density, and the biomass was 99 %. The microalgae Sceletonema costatum (Greville) Cleve, 1873 and Cylindrotheca closterium (Ehrenberg) Reimann & J.C.Lewin, 1964, species that live in polluted waters, were discovered. The development of phytoplankton in the autumn period was active, but the peak of flowering was not observed. Ichthyoplankton in October 2017 is represented by live eggs of Limanda sakhalinensis (Schmidt, 1904) (8 ind./m3), in September 2018 - by the larvae of Hexagrammos stelleri Tilesius, 1810 (0.003-0.056 ind./m3) and H. octogrammus (Pallas, 1814) (0.01-0.077 ind./m3). Up to 85 representatives of macrozoobenthos were registered from the research area, including 40 species of Polychaeta, 19 ones of Crustacea, 16 species of Mollusca, 5 ones of Echinodermata and 5 species of other fauna groups. After dredging, a decrease in the species diversity of phytoplankton, ichthyoplankton and macrozoobenthos was found in the samples.

СИСТЕМА АВТОМАТИЗОВАНОГО КОНТРОЛЮ ВАНТАЖНИХ ОПЕРАЦІЙ ТАНКЕРА

Liquid cargo is transported by the tanker fleet in different climatic zones. Significant changes in ambient temperature are observed in these zones. At elevated temperatures, the volume of liquid cargo will increase. Consequently, there is a risk of spillage of the cargo onto the ship's deck. The International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) and the International Safety Guide for Oil Tankers and Terminals (ISGOTT) regulate the filling of tanks when transporting liquid cargo. It is allowed to use only 98% of the volume of tanks, the remaining 2% is a reserve of tank volume for an unforeseen increase in the volume of the cargo when its temperature rises. The sender of the cargo must provide the tanker captain with complete information about the cargo and its properties. After receiving it, download operations can begin. The intensity of cargo operations when the tanker is loaded with various types of liquid cargo has led to an increase in the role of the "human factor" in ship power systems. Reducing the number of ship crews, in turn, contributes to the accumulation of fatigue, distraction of ship operators (masters) in the process of carrying out cargo operations on the ship. Watch assistants must constantly monitor the filling level of each tank, taking into account the weight, temperature and volume of the cargo. Statistics state that a significant proportion of accidents when loading a tanker occur as a result of loss of control over the volume of liquid cargo that is taken into each tank of the vessel. The operator's lack of accurate information about the filling status of each tank at the current moment in time leads to the risk of its overflow. Such an overflow, in turn, can lead to the spillage of liquid cargo, for example, petroleum products on the ship's deck and the water surface of the port's water area. At present, it is possible to monitor the level of liquid cargo in real-time using various models of liquid cargo level gauges: float, pneumatic, ultrasonic, magnetostrictive, microwave, and others. Creating a system that would allow for constant dynamic control of the volume of liquid cargo in tanks during tanker loading and would take into account all restrictions is a promising direction. Keywords: liquid cargo, tanker, level gauges, safety margin, loading control.

Semantic Modeling of Ship Behavior in Cognitive Space

Ship behavior is the semantic expression of corresponding trajectory in spatial-temporal space. The intelligent identification of ship behavior is critical for safety supervision in the waterborne transport. In particular, the complicated behavior reflects the long-term intentions of a ship, but it is challenging to recognize it automatically for computers without a proper understanding. For this purpose, this study provides a method to model the behavior for computers from the perspective of knowledge modeling that is explainable. Based on our previous work, a semantic model for ship behavior representation is given considering the multi-scale features of ship behavior in cognitive space. Firstly, the multi-scale features of ship behavior are analyzed in spatial-temporal dimension and semantic dimension individually. Then, a method for multi-scale behaviors modeling from the perspective of semantics is determined, which divides the behavior scale into four sub-scales in cognitive space, considering spatial and temporal dimensions: action, activity, process, and event. Furthermore, an ontology model is introduced to construct the multi-scale semantic model for ship behavior, where behaviors with different semantic scales are expressed using the functions of ontology from a microscopic perspective to a macroscopic perspective consecutively. To validate the model, a case study is conducted in which ship behavior with different scales occurred in port water areas. Typical behaviors, which include leveraging the axioms expression and semantic web rule language (SWRL) of the ontology, are then deduced using a reasoner, such as Pellet. The results show that the model is reasonable and feasible to represent multi-scale ship behavior in various scenarios and provides the potential to construct a smart supervision network for maritime authorities.

연안항만 입․출항 선박에 대한 항법적용에 관한 고찰

The Act On The Arrival And Departure Of Ships limits its spatial application to the water zones of trade ports. According to the strict literary interpretation of the above law, the relevant navigation regulations of the Maritime Safety Act or「the International Regulations for Preventing Collisions at Sea, 1972, hereunder, 'International Rules'」 will be applied to waters excluded from the waters of trade ports. The relevant regulations of the Port Act which restricts water facilities outside the water area of a trade port, which is the scope of the Act On The Arrival And Departure Of Ships, to trade ports managed by the state are legislatively problematic. If so, even if the current interpretation of the law does not directly apply the Act On The Arrival And Departure Of Ships to the local managed trade port, it is reasonable to directly apply or infer the provisions of the Act On The Arrival And Departure Of Ships to the local managed trade port. Also, in light of the legislative purpose of the Maritime Safety Act and international rules, it is not appropriate to directly apply the above laws and rules to coastal ports. Therefore, it is necessary to apply the navigation rules prescribed by the Act On The Arrival And Departure Of Ships by analogy to coastal ports under the Port Act and fishing port under the Fishing Villages and Fishery Harbor Act where marine traffic environments are similar to the trade ports. Regarding the navigational regulations in coastal ports, in a number of maritime safety trials, the judges apply 'the Ordinary practice of good seamanship' as a way to solve the problems of applying the relevant regulations of the Maritime Safety Act and the International Rules. However, this is an escape to the general clause, which is not appropriate. On the other hand, The Excursion Ship And Ferry Business Act and the Fishing Management and Promotion Act, which are included in the broader Maritime Traffic Act, have separate regulations on the navigational rules of the excursion ship, ferry, and the fishing boat. The navigational rules stipulated in the above laws are subject to ships that operate inland waters, not seagoing vessels which is subject to the Maritime Safety Act. Therefore, the relevant provisions of the Maritime Safety Act and the Act On The Arrival And Departure Of Ships are applied to ships operating at sea levels. However, since the navigational regulations of the Maritime Safety Act are not suitable for direct application to coastal ports, and the scope of the Act On The Arrival And Departure Of Ships is limited to water areas of trade ports, there is a problem in that the effectiveness of navigational regulations to be applied to coastal ports or fishing ports where fishing boats mainly enter and depart. Considering that the main contents of the navigational rules stipulated in the Excursion Ships and Ferry Act and the Fishing Management and Promotion Act are in line with the navigation rules stipulated in the laws such as the Act On The Arrival And Departure Of Ships, as a legislative theory, it is necessary to expand application of the navigational rules which is applied to excursion ships, ferry and the fishing boats to seagoing vessels.

Assessment of the Assimilation Potential of Port Water Areas

Assessment of the Assimilation Potential of Port Water Areas

Assessment of ecosystem services of water resources of port water areas by the amount of water rent

Ecosystem services of the marine environment can be considered as ecological, economic and social components of sustainable development, but at present, they are not fully evaluated. In this regard, the article sets the task of identifying and valuing ecosystem services in port waters. As a result of the study, the attribution of the benefits created by the port waters to the ecosystem services of the marine environment is justified, their division into two categories is carried out—into providing and supporting services, a methodology for their cost estimation is proposed. It is proposed to calculate ecosystem services by the amount of port water rent, which is understood as the residual income in port activities after deducting from it all costs and profit margins on fixed assets of port infrastructure. According to this methodology, calculations of the total cost of ecosystem services of port water areas for Russia as a whole and specific values of the cost of ecosystem services per 1 km² of port water area for all seaports of the country were carried out. Supporting services are proposed to be assessed by the rent of assimilation potential formed when compensatory measures are not carried out for environmental damage caused by port activity. According to the results of calculations, it was revealed that the total port rent is approximately 33–38 billion rubles. At the same time, payments for the use of water resources in the waters of seaports entering the budget system amount to an insignificant part of this value—0.17 %, which indicates the inefficiency of the current payment system. To correct the situation, an algorithm for calculating fees for ecosystem services in port waters with the inclusion of an environmental component is proposed, the maximum share of port water rent (10 %) is justified, without disturbing the balance between the state and private structures. The significance of the work carried out is to substantiate a new category of ecosystem services of the marine environment, ecosystem services of port waters, and to show the possibility of using their valuation for management purposes, including through the formation of additional budget revenues.

Organization of Environmental Monitoring of the Port Water Area by Processing an Anti-Interference Signal from a Vessel Traffic Control System

Organization of Environmental Monitoring of the Port Water Area by Processing an Anti-Interference Signal from a Vessel Traffic Control System

ICE REGIME IMPACT ON THE COASTAL ZONE OF THE AZOV SEA

Azov is freezing sea it means that forecast of the time of the beginning and the end of ice fields formation needs. The ice condition limited of maritime safety. Modern condition of ice regime in the Azov Sea has been considered. The navigation of the Ukrainian ports Berdjansk and Mariupol depends on ice regime, duration and ice cover thickness. For the passage of vessels along the sea approach channels and recommended courses in the winter, the use of icebreakers is required. The demolition of confining buoys by ice fields and their restoration is reflected in the economic opportunities of the ports. Purpose of the article is to establish the characteristic winter periods of the last decade, taking into account the climatic changes for the rational using of the results of the impact on the economic activity of the marine infrastructure and hydrographic services. The specific purpose of this publication is to evaluate the displacement of the means of navigation equipment – buoys in the winter, taking into account meteorological factors. The authors set the following tasks: 1) to identify periods and vectors of buoys; 2) to define wind and ice characteristics in separate periods; 3) to reveal the basic meteorological cause of the movement of the buoys. It is important to note that there are no similar publications concerning this region. It became very actual after the climate change period was marked. The reserach is based on the data of direct and remote observations, the dates of ice formation in the area of seaports of Ukraine (Berdyansk and Mariupol) the characteristics of ice, the end of freezing, the opening and clearing of ice from the water areas of ports and bays and using the information from NAVTEX warning system, the archival materials of the weather site meteo.ua. The features of the physicochemical properties of sea water during ice formation and the general circulation of the waters of the Azov Sea are examined, which is linked with the influence of fresh runoff of Don and Kuban rivers. In the period 2013–2021 the observations were made on the displacement of navigation aids (buoys) during the winter periods from the approach channels of the port of Mariupol and Berdjansk as well as noticed buoys from the Azov-Don Marine Channel (Russian Federation). The characteristic of winter periods and conditions during the last decade are considered taking into account the influence of climatic changes. It is noted that the ice regime of the Sea of Azov is closely related with the sum of average daily air tem peratures over the sea for the season and wind power. According to this criterion, winters are usually divided into three types: severe, moderate and mild. Over the past 30 years, there were only two severe winters in the Azov Sea in 2005–2006 and 2011–2012. During these winters, the Azov Sea was completely ice covered. The influence of the ice regime to the coastal zone was examined, because it is very important for the industrial and economic needs of state building. To maintain the safety of navigation and reduce economic losses, it is necessary to consider the possibility of removing buoys, which are most often displaced by ice drift. Long-term average observations indicate the beginning of ice formation in Mariupol on December 14, and in Berdyansk on December 20. The Taganrog Bay and the ice accumulation areas are cleared of ice most recently – March 20–28. Under modern climatic changes (increasing the frequency of mild winters, actual costs for the operation of ships, hydrographic, icebreakers, etc.) are expected to be an order of magnitude lower than standard indicators.

Solving the problem of environmental monitoring of a port water area using a distributed system of sensors

Solving the problem of environmental monitoring of a port water area using a distributed system of sensors

Study of Wave Action in the Port Water Areas Protected By Single Piers and Breakwaters

Study of Wave Action in the Port Water Areas Protected By Single Piers and Breakwaters

Advanced technologies of the pilotage service in the sea and river ports of the Arctic zone of the RF

In a significant number of waters with difficult navigation conditions, especially in the waters of the sea and river ports of the Arctic, despite the presence of a wide range of modern information and navigation aids, pilotage is actively used. In some cases, the pilot's situational awareness in difficult meteorological conditions is insufficient, which necessitates the introduction of more advanced information sensors and communication tools. To solve this problem, it is necessary to develop proposals on the principles of building technical means for increasing situational awareness during pilotage in sea and river ports of the Arctic zone of Russia. This article proposes the concept of constructing a system for providing a pilot with additional highly detailed information based on the technology of broadband data transmission of a highly informative port radar station directly to the pilot's terminal with visualization of the real picture of the navigation situation. The application of the proposed principles of building information support systems for pilotage services in ports will improve the efficiency and safety of navigating ships in the port water area and on approaches to the port, increase the rate of information exchange between the control point and the ship's crew (pilot), and create prerequisites for automating ship management processes. The use of a new generation of highly informative radars and mobile terminals associated with them via broadband communication channels ensures the creation of a local navigation system for navigation. That ensures pilotage in the Arctic zone of ships of any type, including those without high-quality ship radars, and provides automation of the assessment of threatening situations and solutions for them prevention even with unstable operation of satellite navigation systems. In essence, this technology is the first step towards increasing the automation of navigation in ports and ship passages.

Construction and Demonstration Tests of the ICT-based Fish Culture System in Fishing Port Water Area

Construction and Demonstration Tests of the ICT-based Fish Culture System in Fishing Port Water Area

ВЛИЯНИЕ ГИДРОМЕТЕОРОЛИГЧЕСКОГО РЕЖИМА В ПОРТУ ЧЕРНОМОРСК НА БЕЗОПАСНОСТЬ СУДОХОДСТВА

The paper analyzes hydrometeorological phenomena in the port of Chornomorsk. Changes in climatic conditions over the past 5 years have been identified. The most dangerous directions and speeds of winds, waves, which affect the operation of the port, have been determined. Analyzed the precipitation and the frequency of occurrence of various meteorological phenomena (thunderstorms, fogs, blizzards) in recent years. Conclusions were made on the unfavorable conditions of the port. Ensuring the safety of navigation during entry and exit from the port is one of the most pressing problems. Analysis of hydrometeorological conditions helps to reduce the number of accidents that occur due to ships grounding and bulkheads on the berth. Knowing the weather conditions in the port water area, you can ensure the safety of navigation. To compile a statistical analysis of the hydrometeorological characteristics in the port, a study of the logs of meteorological observations for every day over the past 10 years, as well as the cadastres of the seaports of Ukraine was carried out. The result of this analysis is the receipt of unfavorable factors that hinder the operation of the port in normal mode. It was also possible to establish the most unfavorable phenomena that limited the possibility of entering and leaving the port, as well as the months in which these phenomena are possible. Analysis of the parameters of the hydrometeorological situation allows us to conclude that the industrial activity of the port largely depends on the state of the weather and the sea. unfavorable meteorological phenomena reduce the efficiency of work and can pose a threat to the safety of their conduct. Various weather and sea phenomena affect port operations in different ways. The production activity of the port is largely dependent on the state of the weather and the sea, since unfavorable meteorological phenomena reduce the efficiency of work and can threaten the safety of their work. Various weather and sea phenomena affect port operations in different ways.

Mathematical models of characteristics of timely response to penetration into a protected area by blocking information in physical protection complexes

This article is the first in a series of articles devoted to the issues of physical protection of ships and other watercraft with nuclear power plants and radiation sources during their stay in ports. The principles of construction and functioning of mobile complexes of physical protection of seaports as a new class of integrated automated security systems are considered. The blocking of information in the complex is determined as the most serious vulnerability of such systems. A small amount of data on information protection from blocking in complex and integrated security systems and their absence in systems of the class under consideration is stated. The main reason for the current state of the theory and practice of information protection against blocking in the complexes of physical protection of seaports is determined, which is the lack of a methodological apparatus for mathematical modeling that adequately evaluates the effectiveness of countering penetration into protected areas by blocking information in such security systems. A formal interpretation of the processes under study is given. A conceptual model of violation of the protection regime of the port territory and water area is considered. Mathematical models of particular indicators of the timeliness of response to the actions of violators at individual stages of the penetration into the protected area threat are presented. An integral indicator of timeliness of response to penetration into a protected area by blocking information in the complexes of physical protection of seaports is substantiated.