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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <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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    <item>
      <title>CARGO SECURING AND CARGO SHIFT ON PASSENGER/RO-RO VESSELS</title>
      <link>https://trid.trb.org/View/480178</link>
      <description><![CDATA[Cargo shift has been identified as a major risk and contributing factor to many ro-ro casualties.  As a result it is necessary to include the risk of cargo shift within a new framework for safety of passenger ro-ro vessels as well as developing new requirements for cargo securing in order to reduce the risk of cargo shift to the minimum possible within practicable limits.  On short sea ferry routes, cargo units (vehicles, rail cars etc.) are normally secured considering weather conditions only and no consideration is taken of potential heel caused by unsymmetrical flooding after a collision.  It has been decided in the main project that for the cargo shift, deterministic calculation methods only shall be developed as a first step.  To eliminate the effect of cargo shift in a damaged condition the cargo therefore must be secured to a specified level before the ship leaves port.  This securing level must be applied both to the securing of the cargo units to the ship's deck and to the securing of the cargo inside the cargo units.  It has been proposed to add to SOLAS, deterministic requirements for the securing of cargo in ro-ro passenger ships.  The ship shall have sufficient stability in intact condition also after a total shift of all cargo on board and the cargo, before the ship leaves port, shall be secured for the maximum forces which can be expected during the voyage.  When calculating the forces, static heel caused by damage to be taken into consideration in combination with roll accelerations caused by the maximum expected significant wave height during the voyage.  Investigations have shown that the standard of the securing inside cargo units is very poor, not only in general but also on routes where continuous control of the cargo securing is made.  It is especially remarkable that the securing of dangerous goods in containers has shown deficiencies although a securing declaration must be supplied for units loaded with dangerous goods.  It is therefore obvious that for a total safety assessment and future probabilistic damage stability regulations for ro-ro passenger ships, the risk and effect of cargo shift must be evaluated with probabilistic methods.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480178</guid>
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      <title>A PROBABILISTIC STUDY OF THE SIMULTANEOUS EFFECT OF SHIP MOTIONS ON THE CARGO SHIFTING ONBOARD</title>
      <link>https://trid.trb.org/View/467038</link>
      <description><![CDATA[Cargo movement aboard ship can occur even in waves that produce only moderate rolling motion.  It is caused when the simultaneous effect of vertical acceleration, horizontal acceleration and roll motion on the cargo onboard, defined as the equivalent roll angle, becomes sufficiently large for the problem to develop.  In this paper, an analytical expression is derived for the probabilistic calculation of the equivalent roll angle, which has a nonlinear characteristic.  Also, a so-called indirect time-domain simulation method is described for calculating the problem.  Both methods are based on motion transfer functions calculated according to strip theory.  The calculations presented show both methods to be in good agreement.  A probabilistic calculation of the equivalent roll angle of a ro/ro ship is carried out using the two methods and focusing on parameters such as significant wave height, mean wave period, ship sped, and relative course angle.  It is proved from the point of view of probability that the nonlinearity of equivalent roll angle results in a magnifying effect on its extreme value.  The calculation shows also that in severe wave conditions large peak values of equivalent roll greater than 35 deg can be expected by the studied ro/ro ship.]]></description>
      <pubDate>Fri, 01 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/467038</guid>
    </item>
    <item>
      <title>A PROBABILISTIC STUDY OF THE SIMULTANEOUS EFFECT OF SHIP MOTIONS ON THE CARGO SHIFTING ONBOARD</title>
      <link>https://trid.trb.org/View/456526</link>
      <description><![CDATA[Cargo shifting onboard can occur on a ship in waves even though the roll motion is moderate.  This is because the simultaneous effect of vertical, horizontal acceleration and roll motion on the cargo onboard, defined as equivalent roll angle becomes sufficiently large so that the problem can occur.  In this paper, an analytical expression is derived for the probabilistic calculation of the equivalent roll angle, which has non-linear characteristics.  A type of indirect time-domain simulation method is described for calculating the same problem.  Both methods are based on the motion transfer functions calculated according to a strip-theory.  The calculation has shown that both methods are in good agreement with each other. The probabilistic calculation of the equivalent roll angle of a ro/ro ships is carried out using the two methods with regard to the parameters such as significant wave height, means wave period, ship speed and relative course angle.  It has been proved by the calculation that the nonlinearity of equivalent roll angle results in a magnifying effect on its extreme value in the sense of probability. The calculation has also shown that large peak value of the equivalent roll greater than 35 degrees can occur in severe wave conditions.]]></description>
      <pubDate>Wed, 27 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/456526</guid>
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      <title>STABILITY AND ROLLING OF A SHIP WITH SHIFTING CARGO</title>
      <link>https://trid.trb.org/View/438683</link>
      <description><![CDATA[Investigation of stability and rolling of a ship with bulk cargo has been accomplished under the supposition that the internal friction angle of bulk media is a random value submitted to normal distribution law. At calculation of additional heeling moment  due to displacement of cargo one uses the hypothesis that the surface of cargo remains flat and the angle of its inclination to the horizon does not exceed the angle of internal friction (angle of response). Characteristics of rolling in rough seas have been found by methods of static linearisation and multidimensional  Markovian processes taking into account action of wind and additional moment due to cargo displacement. Estimation of probability of heavy loose bulk cargo caving has been accomplished by methods of the theory of random processes overshoots.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438683</guid>
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      <title>RESEARCH TOWARDS CRITERIA OF STABILITY OF CIVIL DECK BULK CARGO SHIPS</title>
      <link>https://trid.trb.org/View/438700</link>
      <description><![CDATA[In this paper a suggestion is proposed to set up the criteria of the stability of civil deck bulk cargo ships. It bases on the mechanism of deck cargo sliping, the theoretical analysis and the calculations of added-capsising moments to ships due to cargo-sliping, the results got from tests of rolling-platform and the tank experiments for models. This suggestion has been accepted by the Register of shipping of the P.R. Chira (ZC).]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438700</guid>
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      <title>ASPECTS OF VULNERABILITY OF BULK CARRIER STRUCTURES</title>
      <link>https://trid.trb.org/View/443726</link>
      <description><![CDATA[Improving the seaworthiness of the bulk carrier fleet is the joint responsibility of classification societies, owners and operators.  Recent modified rules on bulk carriers by major classification societies are a step in the right direction but some inadequate operational procedures have led to the losses of several bulk carriers in the past and still endanger bulk carriers.  This paper describes the hazard of solid cargo shifting which can severely undermine the seaworthiness of bulk carriers.  The paper, drawn from several case studies, also demonstrates the need of applying state-of-the-art techniques such as impact analysis, sloshing load prediction, finite element methods, fracture mechanics and time variant reliability analysis to the assessment of in-service bulk carrier structures.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/443726</guid>
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      <title>FUNDAMENTAL DATA AND PRINCIPLES FOR SECURING CARGO FOR PASSAGE IN LARGE BUNDLES</title>
      <link>https://trid.trb.org/View/397102</link>
      <description><![CDATA[This paper provides a set of guidelines for minimizing damage to cargo that is not boxed or containerized. These guidelines deal with concerns such as the effect of ship motions on the cargo; preventing the sliding of cargo; efficient use of cable in lashing cargo; focal application points and maximal allowable tightening of lashing cables; and the effects on the cargo of ship's acceleration in a transverse course.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397102</guid>
    </item>
    <item>
      <title>BAD BEHAVIOUR IN BULKS</title>
      <link>https://trid.trb.org/View/401050</link>
      <description><![CDATA[The continuing loss of ships transporting solid bulk cargoes gives cause for concern. In most instances, cargo shifting is known to be or may have been the cause. This article provides an introduction to the nature of cargo stability problems. The cargoes dealt with are those referred to in the IMO Code of Safe Practice for Solid Bulk Cargoes--e.g., minerals and metal ores--but not grain. It is shown that although the factors that influence cargo stability are easily understood, the way they interact makes it far from easy to predict exactly how a cargo will behave at sea.  Research has been and is being directed toward improving the safety guidelines.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401050</guid>
    </item>
    <item>
      <title>RO-RO SAFETY--SHIFT OF EMPHASIS NEEDED</title>
      <link>https://trid.trb.org/View/401065</link>
      <description><![CDATA[Statistics on ro/ro casualties indicate that the greatest danger to the security of ro/ro vessels is not collision, but shifting cargo. The author is disturbed to find that this fact seems to be overlooked in the debate surrounding ro/ro safety. For example, new rules introduced by the IMO concerning residual safety and maximum angles of heel following a collision take into account the added moment of passengers crowding to one side of the ship and lifeboats in the launching position, but do not consider the likely effects of cars and cargo vehicles shifting. Ways of diminishing the risk of shifting are discussed. One innovative method mentioned is the use of inflatable rubber airbags to secure cargo.  Another is a system of lighweight pillars that rigidly attach to deck and ceiling and that can be connected by webbing bands. New door designs, lashing considerations, and ways of securing roll trailers are also discussed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401065</guid>
    </item>
    <item>
      <title>INHERENT STRENGTH IN BULK</title>
      <link>https://trid.trb.org/View/401615</link>
      <description><![CDATA[This is the second of three articles on the shifting of solid bulk cargoes. The first article described how the stability of a vessel can be endangered by the cargo sliding or liquefying and showed how cargo properties such as moisture content and particle size can influence these phenomena. This article looks at cargo strength more closely and discusses the test methods used to evaluate stability against sliding.  The cargoes considered are of the type referred to in the IMO Code of Safe Practice for Solid Bulk Cargoes.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401615</guid>
    </item>
    <item>
      <title>SHIFTING CARGOES</title>
      <link>https://trid.trb.org/View/407020</link>
      <description><![CDATA[A discussion is presented of the hazards associated with the carriage of the dry bulk cargoes that now constitute a significant proportion of international seaborne trade. The categories into which these hazards can be grouped are: structural damage due to improper cargo distribution; the loss or reduction of stability during a voyage; and chemical reactions.  Aspects covered include oxygen reduction, toxic fume emissions, self-heating, cargo liquefaction, cargo shifting, sloshing, and container losses from inadequate securing arrangements. The operating maxim recommended is: "Keep free surfaces to a minimum."]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407020</guid>
    </item>
    <item>
      <title>PREVENTION BETTER THAN CURE</title>
      <link>https://trid.trb.org/View/409927</link>
      <description><![CDATA[While the operator of a ro/ro vessel remains responsible for ensuring that a trailer or container is properly and safely secured on board, the "shipper" is responsible for the securing of cargo within that trailer or container. In carriage terms, that shipper may be a cargo interest, freight forwarder or NVOCC. Cargo shifting caused by the inadequate stowage and securing practices of some in this group has been a major contributory factor in recent ro/ro casualties. Simple, common sense measures and a basic understanding of conditions experienced at sea can reduce the incidence of losses. Guidelines on packing, packaging and securing are offered, and the forces to which cargo is exposed are explained.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409927</guid>
    </item>
    <item>
      <title>THE HAZARD OF FLOW IN BULK MINERAL CARGOES</title>
      <link>https://trid.trb.org/View/154479</link>
      <description><![CDATA[The loss of the Lovat off the Cornish coast in 1975 highlighted the problems and dangers of transporting damp bulk cargoes by sea.  Because of the moisture content the cargo of washed anthracite duff (fine coal) liquefied under the influence of vibration and sea motion.  The case of a British ship carrying lead and zinc concentrates from Sweden to Belgium is discussed.  A severe list developed after several hours of severe pitching and rolling in heavy seas and Force 7 winds.  It was found that about 40% of the lead concentrate had liquefied and flowed to starboard.  This was countered by ballasting, but later a second list to port showed that the cargo had either remained liquefied or reliquefied under the continuing vibration and wave action. When the cargo was first inspected after entering harbour there appeared to be a layer of water (or very dilute suspension) over the surface of the liquefied section.  An hour later it was no longer apparent and had presumably been redistributed within the bulk of the cargo.  Despite the recommendations for test procedures laid down in the IMCO Code of Safety Practice for Bulk Cargoes and the widespread use of these or alternative test methods in the various countries involved in shipping these materials, incidents of cargo liquefaction can occur.  Warren Springs Laboratory (WSL) has been undertaking research, sponsored by the Marine Division of the Department of Trade, into the causes and limiting conditions of liquefaction in several mineral processing cargoes.  The coarse coals present a special problem, as with particles up to about 25 mm diameter contained, consistent results cannot be achieved in the majority of tests.  Most of the coal transported around the British coast is made up of the coarser size ranges.  The WSL programme adopted after consultation with the Marine Division of the National Coal Board involved testing five selected coals.  The results of these tests are discussed, including the response of the coal to specific tests such as the IMCO Flow Table test and the Procter Compaction test. The WSL has also been testing an iron concentrate on the ship's motion simulator.  No detailed results are yet available, but it is noted that this finer grained, heavier, material exhibits quite different liquefaction behaviour. Order from BSRA as No. 52,709.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
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