<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>DEVELOPMENT OF A NONLINEAR 'D' TYPE BOILER MODEL</title>
      <link>https://trid.trb.org/View/155597</link>
      <description><![CDATA[A nonlinear digital moel of a "D" type marine boiler is developed with emphasis on water level shrink and swell phenomena. Results indicate that further specifications of the phenomena are necessary before operational values of drum level are attained. (Author)]]></description>
      <pubDate>Mon, 16 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155597</guid>
    </item>
    <item>
      <title>THE COAL-FIRED BULK CARRIERS FOR ANL</title>
      <link>https://trid.trb.org/View/167206</link>
      <description><![CDATA[The pioneering coal-fired ships of the new generation, due for delivery in 1982/83, will serve on long coastal routes and enjoy a reliable source of good quality coal as bunkers. Technically, the Bulkships/ANL newbuildings will not sail into unknown territory--there is no use of fluidised bed combustion or advanced steam turbine plant--but their overall specification provides a valuable reference for other operators investigating coal-fired ships.  The evolution of that specification--to satisfy safety, anti-pollution, manning, maintenance and automation requirements--as well as the economic study justifying the choice of coal firing are detailed by ANL's Mr. G. C. Beggs in this paper.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167206</guid>
    </item>
    <item>
      <title>DUAL-FUEL BOILER AND EMERGENCY PROPULSION MOTOR FOR COAL-FIRED SHIPS</title>
      <link>https://trid.trb.org/View/166523</link>
      <description><![CDATA[The 75,750 dwt vessel has an o.a. length of 255 m, a scantling draught of 12.20 m and a service speed of 15.1 knots.  The main propulsion plant consists of coal-fired steam boilers with a single furnace, capable of burning coal sizes up to 32 mm diameter, and steam turbines.  Fuel consumption is expected to be 228 t/24 hrs, using fuel of 21,830 kJ/kg heat value.  The vessel has been required by Lloyd's rules to fit an emergency propulsion system and for this purpose an electric motor will be geared into the propulsion train which will be capable of driving the propeller at 34 rpm equivalent to a speed of 6.5 knots. Profile of the vessel is provided.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166523</guid>
    </item>
    <item>
      <title>GOOD FUTURE FOR COAL</title>
      <link>https://trid.trb.org/View/165710</link>
      <description><![CDATA[The Australian shipping line Bulkships has two 75000 tonne deadweight bulk carriers in build at the Trieste yard of Ital Cantiere.  The coal- and ash-handling equipment on these ships will be supplied by the English company Macawber Engineering, at a cost of 1/2 million pound sterling.  Also in the shipping arena, Y-ARD Ltd of Glasgow has recently issued an edited version of its 1978 report to the Ship & Marine Technology Requirement Board, which is under Department of Industry auspices, on Coal As A fuel For Merchant Ships.  This also contains a note that since 1978 the economics have swung from giving a marginal edge to oil to giving a noticeable cost advantage to coal, in some cases even accounting for limited bunkering facilities.  To examine the coal-fired ship, Y-ARD Ltd took a particular vessel, the MV Caledonia, which is a Panamax bulk carrier of 57000 tonne deadweight, using a 16650 bhp diesel engine.  A conceptual study of a coal-fired ship was carried out, using the same displacement (73,130t) length and breadth.  The cargo deadweight was reduced to 53,890t, and a 15,200 shaft hp steam turbine was used.  A fluidised-bed boiler was considered to have the best potential for marine use, and a pneumatic coal-handling system was preferred.  The equal-cost point for coal and oil was calculated to be when the cost of oil was 2.8 times the cost of coal for short-term calculation (i.e. existing bunkering facilities) but assuming improvements in bunker-coal supply the cost multiplier becomes 2.5 times. Movement of coal on the ship is an area of design which must be considered, with special reference to the reliability of the system and the consequent requirement for live storage to provide coal during repairs to the conveyors.  Brain Snowdon, Technical Director of Macawber Engineering Ltd describes a suitable system.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165710</guid>
    </item>
    <item>
      <title>TRENDS AND PROSPECTS OF STEAM PROPULSION PLANT</title>
      <link>https://trid.trb.org/View/166062</link>
      <description><![CDATA[The review summarises developments since the early 1960s in a table giving the main particulars of 17 designs from IHI, General Electric, (GE's MST)21) to 80,000 hp (Kawasaki's advanced steam power plant of 1974).  Since the revival of reheat in 1966, 23 ships with reheat have been built, 19 of them in Japan; most owners, however, have opted for non-reheat plant.  Trends in steam-turbine plant since the 1973 oil crisis are then considered.  Some typical developments discussed include GE's MST-23 and Stal Laval's VAP plant (two high-performance plants) and Mitsubishi's T-MAP and GE's MST-21 (both with a relatively small output and featuring easy operation).  High-performance plant and easy-operation plant, in which the respective fuel rates sought seem to be about 170 and 190 g/hp-hr, should show some increase in demand in the future.  Modern turbine design is considered with particular reference to reheat, and different configurations of reheat turbine plant developed by the various manufacturers, and including some still under development, are described and discussed. Boiler design is similarly considered, and current and future developments are discussed under the headings: (i) High-Temperature and High-Pressure Reheat Boiler. Developments in the drives for feed-water pumps and turbo-generators are also discussed.  The reliability of steam plant is considered on the basis of an analysis conducted by Nippon Kaiji Kyokai on the sources of troubles and failures in the installation, and there is a brief discussion on shipboard fuel-treatment to meet the demands of future high-viscosity fuels.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166062</guid>
    </item>
    <item>
      <title>COMBUSTION CONTROL IN COAL BURNING SHIPS</title>
      <link>https://trid.trb.org/View/166080</link>
      <description><![CDATA[Three Australian shipping companies are seriously considering coal-fired steamships.  Success will depend largely on stoking techniques and their accurate automatic control.  Coal-fired marine boilers could employ one of two methods of burning the fuel: conventional spreader stokers with travelling grate or a fluidised bed. The second method is not fully proven for solid fuels in marine work, and therefore the author considers mainly combustion control for spreader stokers which could be in service around late 1981.  A design study for a 100,000 dwt coal-fired bulk carrier shows a fuel saving on today's Diesel-fuel costs of $1.2M per annum.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166080</guid>
    </item>
    <item>
      <title>COAL-FIRED MARINE BOILER PLANT</title>
      <link>https://trid.trb.org/View/161229</link>
      <description><![CDATA[Shipowners around the world are making initial surveys to see whether the potential benefits of changing from oil firing to coal can be turned into actual profit.  Boiler plant figures prominently in the associated problems, and the Author (of Babcock Power Ltd) examines in some detail the boiler-related problems under the headings: The Fuel; Combustion of Coal; Fluidised Bed Combustion; Pulverised Fuel; Mechanical Stokers; The Coal-fired Boiler; Ash Disposal.  It is concluded that, economically, coal should improve its position in marine propulsion with the passage of time.  Proposals similar to those described in the paper should provide acceptable operational standards. Coal can be burned reasonably efficiently with the spreader stoker, and boiler designs are available which should give a high standard of reliability.  Coal and ash can be moved about the ship without manual aid and without noise or dust nuisance.  Automatic controls allow plant operation with manning levels similar to those in oil-fired ships. Developments continue towards the use of fluidised bed combustion and pulverised coal.  Eventually, unmanned operation at night should be possible with mechanical stoking.  It is encouraging that enquiries likely to lead to the first modern coal-fired ship come from owners with previous experience of coal-fired plant, and if any of these plans are realised there will be a good opportunity for coal firing to prove itself and to extend its application in ship propulsion.  Order from BSRA as No. 54,281.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161229</guid>
    </item>
    <item>
      <title>EXPERIENCES AND RESULTS OF FLUIDIZED BED COMBUSTION PLANT AT RENFREW</title>
      <link>https://trid.trb.org/View/157235</link>
      <description><![CDATA[In 1973, the National Coal Board, British Petroleum and the National Research and Development Corporation jointly set up Combustion Systems Limited (CSL) to exploit possible applications of fluidised bed combustion.  In 1974/75, Babcock and Wilcox Limited, under license from and in conjunction with CSL, converted a boiler to fluidised bed firing at the Renfrew works.  The boiler selected was the spreader stoker fired Babcock Cross type designed for 18,000 kg/hr evaporation at 28 bar and 294 degrees C.  The paper provides a brief review of work carried out on the Babcock fluidised bed boiler at Renfrew with the object of scaling-up the data available to CSL and Babcock from smaller rigs.  Order from BSRA as No. 54,167.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157235</guid>
    </item>
    <item>
      <title>AUXILIARY BOILERS AND WASTE HEAT SYSTEMS</title>
      <link>https://trid.trb.org/View/160809</link>
      <description><![CDATA[With the deteriorating quality of fuels, the sizes of waste-heat units will have to be increased.  This means higher costs and increased maintenance unless more attention to initial planning and design.  There are two classes of auxiliary boiler, those that supply steam on motor ships for cargo heating, pumping, and other services, and those that can power main propulsion units as "get you home" facility.  Among the types of boiler discussed are the Monomall and the Aalborg water-tube boilers.  The main dimensions of the Monomall can be altered to suit the particular ship and designers are now being asked for units of higher efficiency.  Fitting an economiser can raise efficiency from 80 to 85%.  The Aalborg is a less conventional type of water-tube boiler, more in the style of a smoke-tube or fire-tube boiler.  The water is inside the tube and the gas circulates round the outside and leaves tangentially after giving up its heat.  This boiler is available supplying steam from 10 to 35 t/h, and it can also work in conjunction with exhaust-gas heat exchangers.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160809</guid>
    </item>
    <item>
      <title>MARINE STEAM POWER PLANT ALTERNATIVES IN THE DEGRADING FUEL QUALITY AND INCREASING PRICE ENVIRONMENT</title>
      <link>https://trid.trb.org/View/161812</link>
      <description><![CDATA[Residual oils, along with escalating prices, are progressively degrading in quality.  This is occurring and will continue to occur due to increased demands on refineries for more distillants from a given barrel of crude oil.  Degraded residual oils can be utilized by a steam propulsion plant.  The present design marine boilers will accomplish this with slight increased maintenance and new boilers can be designed to maintain or lower present levels of maintenance.  The paper addresses the various aspects of burning this degraded fuel, plus it gives design considerations for accommodation of this fuel for new construction.  The present and future price of residual oil coupled to degradation of its quality introduces the alternate of coal burning which is viable from practical and economic considerations.  The paper gives information on a coal burning boiler and a proposed plant.  A comparison of the economics of this plant to an oil burning plant is made, plus a diesel plants fuel costs are given to emphasize  the obvious cost advantage of coal.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161812</guid>
    </item>
    <item>
      <title>COAL-FIRED BOILERS FOR THE 1980'S</title>
      <link>https://trid.trb.org/View/161813</link>
      <description><![CDATA[Since 1973, greater emphasis has been placed on the operating costs of vessels, particularly fuel costs.  The rising prices of fuel oils have caused significant re-evaluation of the horse-power required for a given vessel.  The availability of specific types and qualities of fuels is also of significant concern.  An alternate fuel which is abundant and can be burned aboard ships is coal. This paper presents a brief history of the development of marine boilers, discusses various methods of firing coal, and then describes a modern coal fired marine boiler and certain of its associated equipment.  Also discussed are boiler design criteria that the boiler designer must consider when firing coal vs. oil.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161813</guid>
    </item>
    <item>
      <title>DESIGN OF A COAL-FIRED STEAM POWER PLANT FOR A CONTAINERSHIP</title>
      <link>https://trid.trb.org/View/161814</link>
      <description><![CDATA[The design of four coal fired steam power plants including the required fuel storage and fuel handling systems was undertaken by the Marine Engineering Class of 1980 at the State University of New York Maritime College.  The designs are based on the containership version of the  MarAd PD-214, Multi-Purpose Mobilization Ship.  In addition to the summary of the system and component designs a summary of the economic analysis is included.  The conclusion drawn from the study was that modern coal fired ocean going merchant ships are technically and economically viable.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161814</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>BOILERS AND PRESSURE VESSELS (SECOND EDITION): AN INTERNATIONAL SURVEY OF DESIGN AND APPROVAL REQUIREMENTS</title>
      <link>https://trid.trb.org/View/155775</link>
      <description><![CDATA[This international survey covers the major regulations, design codes and approval requirements for boilers, stationary pressure vessels, and transportable pressure vessels, including road and rail tankers, and compressed gas cylinders. Specific details of the standards for individual items are not included. (Copyright (c) British Standards Institution, 1975.)]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155775</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>
  </channel>
</rss>