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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>PLANT ECONOMICS: AN ECONOMICAL "ONE FUEL" POWER PLANT</title>
      <link>https://trid.trb.org/View/167394</link>
      <description><![CDATA[A power plant consisting of a medium-speed diesel engine, no auxiliary diesel engines, and an advanced waste heat recovery system with steam auxiliary power generation is described.  The capital cost of the steam auxiliary system is compared with diesel systems.  Fuel costs for steam and diesel power plants are analyzed.  Order from NSFI as No. 22449.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167394</guid>
    </item>
    <item>
      <title>RE-ENGINING AND RE-THINKING</title>
      <link>https://trid.trb.org/View/165690</link>
      <description><![CDATA[Following a year of exercises, negotiations and agonising decisions, only six steam-turbine containership owners have signed contracts for diesel re-engining.  Now that the lines involved, and others, are prepared to talk a little more freely, it emerges that the rush to convert is subsiding, leaving in its wake a lively awareness of less drastic technical alternatives and a refreshingly competitive approach to cost-conscious containership operations.  This article examines the pros and cons of diesel re-engining.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165690</guid>
    </item>
    <item>
      <title>FUTURE MARINE PROPULSION SYSTEM, TRENDS, PROBLEMS AND POSSIBILITIES</title>
      <link>https://trid.trb.org/View/166030</link>
      <description><![CDATA[The intention of this paper is to give a description of the topography of the future marine propulsion problem from which we possibly could draw conclusions about tendencies and possibilities in the future.  To study the future possibilities for different prime movers, this based upon the decisive factor of yesterday, today and tomorrow, namely the transportation economy for these different prime movers in a given hull.  Further to the main economical questions, some of the internal problems in diesel engines will be discussed.  The investment cost benefit versus the reliability benefit or sacrifice will be dealt with as will the question if two-stroke or four-stroke engines have any advantages or disadvantages when competing with each other.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166030</guid>
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      <title>THE DIESELISATION OF LARGE TANKERS-THE REASONS FOR CHOICE</title>
      <link>https://trid.trb.org/View/166065</link>
      <description><![CDATA[At the beginning of the project, the VLCCs of the Mobil marine division consisted of ships of 215,000 tons deadweight, fitted with double bottoms, which had given satisfactory service up to that time.  However, these vessels had come into sevice in 1972, and their competitiveness was less than that of the second generation VLCCs which were under construction in 1976.  In view of this, the practical realisation of the project was begun in 1978 with the dieselisation of the Mobil Hawk, a 280,000-dwt tanker built in 1976 at the Sasebo yard.  In this undertaking, which was considered to be of an experimental nature, the high and low-pressure turbines and their associated double reduction gearing were replaced by two medium-speed Pielstick PC 4 diesel engines with line shafting.  The choice of this type of engine was subject to a number of considerations, of which the most important were: (1) Installability (the engines had to be of suitable size and shape to fit in place below the boiler platforms which were retained for operational reasons).  (2) Adaptability of line shafting to the existing propellers. As a result of the success of the Mobil Hawk experiment, the conversion of two 270,000-dwt VLCCs, Athos and D'Artagnan of the French Mobil Oil fleet to diesel propulsion is now being planned.  The paper presents an economic analysis of steam and diesel propulsion for the two ships which operate between the Persian Gulf and European ports.  The cost of dieselisation, approximately 11.2 million U.S. dollars is recoverable by savings in fuel and operating costs during the subsequent lifetime of the ship.  Order from BSRA as No. 54,577.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166065</guid>
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      <title>EVALUATION OF ALTERNATIVE DIESEL CONTAINERSHIP PROPULSION PLANTS</title>
      <link>https://trid.trb.org/View/157276</link>
      <description><![CDATA[This report covers a follow-up investigation of methods of reducing marine power plant costs through the use of modular components and diesel engine power plants.  In this study, several diesel power plant concepts were developed and compared to a convention steam power plant for a containership application.  The results of the study showed roughly equal overall costs for two of the alternative diesel power plants: the geared medium speed diesel plant and the slow speed direct drive diesel power plant; when compared to a non-reheat five heater steam plant.  Due to the rapidly rising cost of light marine diesel oil, the other concept, a modular diesel-electric plant with high speed main propulsion engines, was found to be non-competitive with the other three plants.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157276</guid>
    </item>
    <item>
      <title>RE-ENGINING OF A VLCC WITH LOW SPEED GEARED DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/161801</link>
      <description><![CDATA[The reengining of turbine powered VLCC's has in the past been accomplished using medium-speed geared diesel engines. The major reason for this is that medium-speed diesel engines of the required output range can normally be installed in existing engine rooms without involving substantial changes in the hull construction or the arrangement of auxiliary machinery and equipment.  With the existing engine room arrangement of the AMOCO SEAFARER, it has been possible to incorporate slow speed diesel engines with lower fuel oil and lube oil consumption and lower maintenance costs than medium speed engines of equivalent output.  The conversion of the AMOCO SEAFARER from steam to diesel will be carried out at Mitsui's Yura yard beginning in June, 1980.  This paper presents the design philosophy and principal technical details involved in the conversion.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161801</guid>
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    <item>
      <title>A PROTOTYPE STEAM PLANT WITH FLUID BED DESIGNED FOR UNCERTAIN ENERGY CONDITIONS</title>
      <link>https://trid.trb.org/View/161819</link>
      <description><![CDATA[The future availability, quality, and price of marine bunker fuels are extremely uncertain, and may involve economic risk far beyond the average business risk.  The VAP, Very Advance Propulsion, turbine plant has been developed with special consideration to this, aiming at low initial investment and low operational life cycle costs.  It offers low fuel consumption, combined with the capability to burn cheap residual fuels, and keeps other fuel options open for the future.  This paper describes some innovations, one of which is the application of fluid bed combustion.  A five year test program has been completed including operation of a fluidized bed super-heater installed at a Swedish power station during two winter heating seasons.  The economic competitiveness of VAP is evaluated using ship life cycle study analysis with both oil and coal as fuel.  These evaluations indicate a promising future for the burning of low quality fuel oil and a good prospect for burning coal as the full fluid fed is developed.  This technology offers the possiblity to improve the economy of existing ships by rebuilding existing turbine plants.  The first VAP engine, which is considered a progression in steam propulsion machinery, is presently under manufacture, with new modularized components and auxiliary systems.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161819</guid>
    </item>
    <item>
      <title>A VLCC STEAM-TO-DIESEL CONVERSION WITH TWIN GEARED LOW SPEED ENGINES</title>
      <link>https://trid.trb.org/View/160027</link>
      <description><![CDATA[The "Amoco Seafarer" is a single-screw 273,263 tonne d.w. tanker built by Mitsui and delivered to her original owner in 1974 as the "Polybritannia".  The VLCC is 318 m long (b.p.), with a moulded beam of 56 m, a moulded depth of 26.4 m, and a draught (extreme) of 20.586 m.  The re-engining plan was developed on a design concept basis which emphasised the following points: Adoption of crosshead diesel engine offering low fuel oil and lubricating oil consumptions, Maintenance of the safety and manoeuvrability of the ship, Minimisation of alterations in the engine-room arrangement and hull construction.  The existing main propulsion steam turbine and reduction gear will be removed and replaced by two sets of 12-cylinder Mitsui-B & W L55GFCA low speed engines coupled to a Stal-Laval type reduction gear.  The principal particulars of the propulsion plant before and after conversion are indicated and the engine-room arrangements before and after re-engining are shown in the arrangement drawings which are included.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160027</guid>
    </item>
    <item>
      <title>SOLID FUEL FIRED MARINE BOILERS</title>
      <link>https://trid.trb.org/View/160039</link>
      <description><![CDATA[The authors believe that coal will ultimately form the basic fuel for future marine power plants.  The article reviews the conventional coal firing technique of pulverized firing and stoker firing arrangements.  These arrangements are standard and are available for immediate application.  A brief economic analysis is provided for a coal fired steam plant compared to an oil fired plant and a slow speed diesel installation.  The economics are based on a 20,000 SHP plant operating 300 days per year at rated power.  The coal fired plant provides a fuel cost saving of $2.3 million per year compared to oil, and $1.5 million compared to diesel. Specification tables for one and two boiler systems are included which compare oil and coal firing systems.  The coal feed system, air and gas system, environmental aspects and operational maneuvering conditions are discussed. Drawings and diagrams illustrate both stoker and pulverized fuel type installations.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160039</guid>
    </item>
    <item>
      <title>RAISING STEAM: COAL POWER EXAMINED</title>
      <link>https://trid.trb.org/View/159858</link>
      <description><![CDATA[This article provides highlights of a conference held in London on the subject of a return to coal-fired ships. Among the topics discussed were the technical and economic advantages of a coal revival, i.e. the lower costs of coal fuels and lower operating costs of coal fired vessels.  The article briefly examines some recent developments in the design of ships fired by coal.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159858</guid>
    </item>
    <item>
      <title>STEAM TO STEAM CONVERSIONS</title>
      <link>https://trid.trb.org/View/154960</link>
      <description><![CDATA[To combat the increasing number of steam to Diesel conversions that are taking place in the effort to reduce fuel costs, the turbine manufacturers, principally Stal-Laval, have put forward interesting arguments in favour of updating existing steam plant.  The new Stal-Laval VAP plant obtains a high thermal efficiency of 37.5% by combining conventional oil-fired radiant marine boilers with fluidised-bed final superheater and reheater, which allows the high steam temperature of 600 deg C to be obtained without the high-temperature corrosion problems often experienced in conventional boilers at this temperature level.  The steam is used in a three-cylinder turbine, the HP and IP turbine being of new design and the LP turbine closely resembling the existing AP series.  For a new building, the complete VAP plant enables the owner to take advantage of the latest techniques in turbine design, and the layout is such that the plant can be fitted very far aft in a fine-line vessel owing to the narrow layout of the principal turbine module.  Order from BSRA as No. 53,442.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154960</guid>
    </item>
    <item>
      <title>RECENT OPERATING EXPERIENCE FOR DIESEL AND STEAM TURBINE PROPELLED OIL TANKERS</title>
      <link>https://trid.trb.org/View/155395</link>
      <description><![CDATA[The Authors, of ARCO Transportation Co., discuss the energy consumption and propulsion-machinery maintenance of three Anchorage-class (120,300-dwt) steam-turbine tankers and three Independence-class (153,800-dwt) Diesel-propelled tankers of their company's fleet.  After describing these two classes of tanker, with particular reference to their power plants, and giving some information on their trading patterns (the steamships operate on the Alaska service and the motorships on the Persian Gulf service), the Authors present and discuss data on the power-plant performance of the respective classes, including the propulsion and maintenance costs on a horsepower-hour basis.  The data are taken from a continuing programme for the assessment and improvement of the efficiency and reliability of the company's tankers, and the fuel consumption, energy costs, and maintenance costs represent actual operating experience. The data are not intended for a general comparison of the cost-effectiveness of steam versus Diesel machinery; in particular, the maintenance experiences cannot be directly compared because of differences in the operating and maintenance practices for the two classes of ship. Propulsion plant selection and first-cost analysis are outside the scope of the paper.  The energy consumption data presented should be useful, but there are several other factors that owners must consider when choosing between the two types of propulsion.  The Authors also discuss some practical problems associated with using data from ships' log-books as a basis for analysing machinery performance. The paper includes information on programs developed for calculating (with a programmable calculator) from log-book data the power developed and other performance data relating to the power plants in the two classes of ship.  With appropriate modification, these programs can be used for other Diesel and steam-turbine installations.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155395</guid>
    </item>
    <item>
      <title>SOME THOUGHTS ON MAIN PROPULSION MARINE DIESEL ENGINES AND THEIR APPLICATION</title>
      <link>https://trid.trb.org/View/155396</link>
      <description><![CDATA[The Author (of the Fairbanks Morse Engine Division, Colt Industries) surveys the progress of Diesel propulsion engines, with particular reference to the numbers in use, in the U.S.A. and in Europe, at present and during the past few decades.  No particular makes of engine are mentioned, but statistics are given for the different types of engine, categorised according to their crankshaft speed, as well as for Diesel propulsion engines in general; some comparative figures for steam plant are included.  Much of the statistical information is bsaed on data published in Motor Ship at intervals over the years.  The paper, which includes some discussion on technical developments in Diesel engines, is arranged in the following sections:--1. Province of Marine Diesel Main Propulsion Plants; 2. World-Wide Statistical Data on Power Plants for Vessels over 2,000 Dwt; 3. Classification of Engines by Crankshaft Speed or Other Criteria of Speed; 4. Other Classification Modes; 5. Evolution of the Diesel in Europe as Contrasted with its Evolution in the United States; 6. Engine Room Arrangements; 7. "Equivalent" All-Purpose Fuel Rates for Economic Comparison with Steam Ships; 8. Approximations of Characteristics of Blended Fuels for Use in Marine Propulsion Diesels; 9. Bibliography.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155396</guid>
    </item>
    <item>
      <title>TURBINE MACHINERY-DEVELOPMENT</title>
      <link>https://trid.trb.org/View/151892</link>
      <description><![CDATA[This paper describes the developments in Very Advanced Propulsion (VAP) at Stal-Laval.  A development philosophy is outlined and a Description of the VAP system is given.  The system comprises highly advanced steam turbines designed to take into account the sensitive constraints of future fuel costs and market trends.  Fluidised bed combustion and sophisticated transmission gearing are included.  An economic evaluation of the VAP system points out advantages over a Diesel driven plant of similar output.  The paper concludes that VAP, as a result of long and intensive development, offers the market a competitive alternative to Diesel power over a broad power spectrum.  Order from BSRA as No. 53,428.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151892</guid>
    </item>
    <item>
      <title>PROPULSION SYSTEM SELECTION FOR ARCTIC LIQUID NATURAL GAS CARRIERS</title>
      <link>https://trid.trb.org/View/152251</link>
      <description><![CDATA[This paper describes the procedure for the design of a propulsion system of an icebreaking liquid natural gas (LNG) carrier.  The paper discusses a means of: -establishing preliminary design requirements, -identifying candidate propulsion systems, -evaluating technically and economically the candidate systems, and -selecting the optimal propulsion system for the anticipated operating duty.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152251</guid>
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