ВведениеБудучи многооборотной тарой, контейнер загружается различными грузами с различными схемами и качеством укладки. От того, как размещен груз внутри контейнера, зависит положение его центра тяжести (ЦТ), что, в свою очередь, влияет на безопасность контейнерных перевозок. Основными документами, регламентирующими безопасность морской перевозки контейнеров, являются:-Международная конвенция по безопасным контейнерам (КБК) 1972 г.; -MSC.1/Circ.1497 IMO / ILO / UNECE Code of practice for packing of cargo transport units (CTU Code); -MSC.1/Circ.1498 Informative material related to the Code of practice for packing of cargo transport units (CTU Code); -Правила перевозки грузов в контейнерах морским транспортом (РД 31.11.2118-96). В этих документах, а также в правилах классификационных обществ (КО) устанавливаются нормативы в отношении положения ЦТ контейнера. Фактический ЦТ контейнера может не со-впадать с его геометрическим ЦТ как по высоте, так и в продольной плоскости (воль и поперек контейнера) -это несовпадение называется эксцентриситетом контейнера. В международном стандарте ИСО 830:1999 «Контейнеры грузовые. Словарь» эксцентриситет определен как «про-дольное и / или поперечное горизонтальное расстояние между положением центра тяжести кон-тейнера (порожнего или загруженного, с фитингами и приспособлениями или без них) и геометри-

The safety of ship operation is a priority for container shipping. Its provision is inseparably linked with proper container ship stowage planning. At the beginning of maritime container shipping evolution, container ship stowage planning was a fairly simple task, which could be solved without using complex computers and specialized software, in a relatively short time. With increasing ships container capacity, this task has become more complex and time-consuming. The complexity of container ship stowage planning is due to the fact that it is necessary to simultaneously take into account many factors that can have the opposite effect on the planning result. At the same time, normalization of one factor can lead to the fact that another factor will take an unacceptable value. The container capacity of the largest vessels today is 24,000 units in twenty-foot equivalent. Stowage planning of even an average feeder container ship with a capacity of 2000-3000 units in twenty-foot equivalent, in the modern conditions of container lines operation, requires the use of automated planning tools. Automation of this task solution has been attracting the researchers' attention for nearly forty years. However, there were no outstanding successes. At the same time, the existing technical and software tools for container ship stowage planning, although allow you to solve this problem, but not to a sufficient level. It is important that the solution of the problem aims to achieve the greatest economic effect from stowage planning. It is noted that despite the fact that transportation safety is taken into account in the proposed models, these solutions are not enough. A mathematical model for solving the container ship stowage planning, based on setting the objective function and corresponding restrictions is offered in the paper. The maximum priority in the model is given to the safety of transportation. The importance of the economic effect from the stowage planning is recognized, but is not considered in this paper.

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Ensuring the proper stability of the vessel is the core of its safe operation. Metacentric height is one of the most important and most indicative criteria of stability. Accepted standard values of the container center of gravity are currently used for calculation of the metacentric height of a container ship. This is due to the fact that manual calculation algorithms and stability calculation programs are based on the use of the final value of the center of gravity of the container stack in each bay, but do not take into account the actual height of center of gravity of each individual container. The aim of the study is to compare the influence of the standard and actual center of gravity of the container on the metacentric height of the container ship. For this purpose, the recommended schemes for general cargo stowage in containers, given in the "Rules for the transport of goods in containers by sea", are analyzed in the paper. The heights of the actual centers of gravity of containers for each case of cargo stowage are calculated. Experimental loading of a large-capacity container ship is carried out using standard and actual values of the containers centers of gravity heights. As a result, it is found that in the vast majority of cases, the containers center of gravity is below the accepted standard position. It is concluded that the actual center of gravity of the container has a significant influence on the metacentric height of the container ship, so that its actual value becomes greater than the standard calculated value. The expediency of specifying the heights of the actual center of gravity of the container in cargo documents for further consideration when drawing up a cargo plan and calculating stability is justified. Recommendations for updating some regulatory documents governing and concerning position of the container center of gravity are proposed.

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