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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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>ON THE COURSE STABILITY OF A BARGE</title>
      <link>https://trid.trb.org/View/159139</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159139</guid>
    </item>
    <item>
      <title>A STUDY ON MANOEUVRABILITY OF A SELF-PROPELLED MARINE STRUCTURE AT TRANSIT CONDITION</title>
      <link>https://trid.trb.org/View/166085</link>
      <description><![CDATA[Results of the study on the manoeuvrability of self-propelled large crane-barge in transit are presented in three phases: (i) manoeuvrability trials; (ii) prediction method of manoeuvring motion using a digital computer simulation technique; and (iii) wind effects on manoeuvrability studied through simulation calculations. Order from BSRA as No. 54,657.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166085</guid>
    </item>
    <item>
      <title>STRADDLE TUG AND BARGE SYSTEM</title>
      <link>https://trid.trb.org/View/154464</link>
      <description><![CDATA[The main concern in the development of barge systems has been better control of barge navigation, particularly in manoeuvring and when operating in confined waters.  In most cases this has meant a firmer interconnection of tug and barge which is now represented by the fully Integrated Tug and Barge (ITB) with no relative movements between the two. Such  systems have been in use for some time.  An obvious drawback to current ITB and similar tug/barge developments is the extensive U-shaped recess in the aft end of the barge, which increases barge tonnage construction costs substantially as well as total length.  The aft end of the barge is also fully disposed to the mating of the tug and barge, and is not available for any reasonable cargo-carrying or transfer function, e.g.  ro/ro gate and ramp.  The straddle tug and barge system proposed by A/S Bergens Mekaniske Verksted is described diagrammatically. Features and characteristics are:  1) The tug is a catamaran having the ability to straddle the barge for interconnection.  2) Tug and barge are mated by the tug resting by controlled weight upon the barge.  3) The tug is provided with a ballast and buoyancy ability to adjust interlocking requirements to any barge conditions.  4) The tug itself is entirely self-contained and seaworthy as it also is when integrated with the barge.  5) One propeller in each catamaran hull secures excellent manoeuvring characteristics and almost nil turning radius.  6) The unit can be moored barge stern first to quay (Mediterranean mooring).]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154464</guid>
    </item>
    <item>
      <title>MANOEUVRABILITY OF PUSHER BARGE SYSTEM WITH SPECIAL CONNECTING DEVICE</title>
      <link>https://trid.trb.org/View/147716</link>
      <description><![CDATA[Free running test were carried out to obtain turning characteristics and frequency response characteristics.  It was proved that the pusher barge system of this type can be controlled, but during turning maneuvers, the yaw rate of the barge grows rapidly with the rudder angle.  The influence of skeg installation is analyzed.  Order from NSFI as No. 18510.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147716</guid>
    </item>
    <item>
      <title>SIMULATION OF BRIDGE COLLISION INCIDENTS INVOLVING INLAND WATERWAY TOWS</title>
      <link>https://trid.trb.org/View/83820</link>
      <description><![CDATA[A mathematical model has been formulated to simulate the motion of a river barge flotilla maneuvering in an inland waterway.  The mathematical model includes the inertial and hydrodynamic forces due to the motion of the flotilla through the water, as well as applied forces due to rudder and propeller action, wind and current channel boundaries, along with arbitrary wind and current speed and direction (including cross currents, non-uniform currents and eddys) can be easily described in the model coordinate system.  In the present formulation, bank suction and shallow water effects are neglected.  The mathematical model has been implemented in a FORTRAN computer program.  The program is written to run in a "conversational" mode, periodically displaying the present status of the simulation to the user, and prompting for input of undated rudder and speed commands.  The program has been structured to permit different tow characteristics and steering strategies to be evaluated with a minimum of difficulty.  A sample program input deck and output listing are shown.  This report provides the description of the theoretical basis of the model.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83820</guid>
    </item>
    <item>
      <title>RIVER TOW BEHAVIOR IN WATERWAYS. REPORT 2. SECOND EXXON TEST PROGRAM</title>
      <link>https://trid.trb.org/View/82851</link>
      <description><![CDATA[This is the final report on a program to obtain and analyze data on river tow behavior. This report describes the second full-scale river tow test program conducted in this country in which second-by-second records of tow positon, attitude, rudder, power, and river environment parameters are obtained and analyzed. This study is an expanded version of the study format established during the first EXXON Co., USA(EXXON), test program. This report contains the results of the Post-Trial Analysis activities. Section 2 describes the physical characteristics of the tows used in the trials. Section 3 describes the geography of the trial area, field survey activities, and current measurements undertaken to support the tow tests.  Section 4 describes the instrumentation, equipment, and procedures used during the trials.  Section 5 and 6 contain charts, graphs, and descriptions of the EXXON NASHVILLE and EXXON LAKE CHARLES steering tests. Section 7 discusses the steering test performance. Section 8 describes the performance of the Exxon tows during straight course, speed-power runs. Section 9 discusses the special backing and stopping tests performed. Section 10 describes the data reduction activities.]]></description>
      <pubDate>Sat, 26 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82851</guid>
    </item>
    <item>
      <title>SIMULATION OF BRIDGE COLLISION INCIDENTS INVOLVING INLAND WATERWAY TOWS: PROGRAM USERS DOCUMENTATION</title>
      <link>https://trid.trb.org/View/75645</link>
      <description><![CDATA[A mathematical model has been formulated to simulate the motion of a river barge flotilla maneuvering in an inland waterway. The mathematical model includes the inertial and hydrodynamic forces due to the motion of the flotilla through the water, as well as applied forces due to rudder and propeller action, wind and current effects. The layout of virtually any river channel boundaries, along with arbitrary wind and current speed and direction (including cross currents, non-uniform currents and eddys) can be easily described in the model coordinate system. In the present formulation, bank suction and shallow water effects are neglected. The mathematical model has been implemented in a FORTRAN computer program. The program is written to run in a conversational mode, periodically displaying the present status of the simulation to the user, and prompting for input of updated rudder and speed commands. The program has been structured to permit different tow characteristics and steering strategies to be evaluated with a minimum of difficulty. A sample program input deck and output listing are shown. This volume includes a program listing. (Author)]]></description>
      <pubDate>Tue, 14 Nov 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75645</guid>
    </item>
    <item>
      <title>SIMULATION OF THE MANEUVERABILITY OF INLAND WATERWAY TOWS</title>
      <link>https://trid.trb.org/View/58662</link>
      <description><![CDATA[A mathematical model has been formulated to compute the hydrodynamic forces acting on a barge and tugboat flotilla as it maneuvers around a curve of constant radius.  The forces and moments considered include the longitudinal and transverse drag and yaw moment due to the flotilla's own motion through the water, as well as the applied forces of the propeller, ruder and bow thruster.  These forces are then used to predict the motion of the flotilla, in surge, sway and yaw, under the prevailing conditions of rudder angle and propeller revolutions per minute.  As the flotilla progresses through the curve, its proximity to the channel boundaries is computed, and the rudder angle and propeller speed are adjusted to keep the flotilla within the confines of the channel.  The mathematical model thus makes possible a prediction of the time required for a flotilla to negotiate a series of one or more maneuvers through a restricted channel.  The analytical aspects of the mathematical model have been incorporated into a FORTRAN program to permit evaluation of the relationships by means of a high speed digital computer.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58662</guid>
    </item>
    <item>
      <title>AUTOMATIC BARGE CONTROL</title>
      <link>https://trid.trb.org/View/49660</link>
      <description><![CDATA[The ABC (Automatic Barge Control) system described enables towed barges with ship-shaped forebodies to be used.  A simple mechanism allows the pull in the towing hawser from the tug to be applied to the barge through a bridle, one end of which is connected to one of the two outboard ends of an athwartships beam pivoted on the barge centreline about one-sixth of the barge length aft.  Each end of the beam is also connected rearwards to the control of a streamlined balanced rudder.  The arrangement tends to automatically correct yawing of the towed barge and, together with the beneficial effects of the shaped forebody, results in a directional stability at least as good as that of a conventional ship and a much reduced towing resistance per ton of displacement.  The towing arrangement is described in some detail.]]></description>
      <pubDate>Wed, 22 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49660</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF NAVIGATION WITH LOCKS AND DAMS</title>
      <link>https://trid.trb.org/View/63909</link>
      <description><![CDATA[The need for locks and dams for the development of navigation on some streams and the problems that could be encountered are discussed in this report.  Satisfactory navigation conditions depend on the site selected, characteristics of the stream, orientation and arrangement of the structure and related facilities, and type of traffic anticipated.  Tows approaching the locks could be affected by adverse currents that could be hazardous or cause delays. The lock arrangement should consider the currents to be caused by the completed structure and the effects of these currents on the movement of tows.  Model studies can be invaluable in determining the adequacy of a proposed structure and modifications required to eliminate any undesirable conditions. New concepts in lock arrangements should be considered to improve safety and efficiency. Shoaling in the lock approaches can present serious problems but can be eliminated or minimized with special structure. Cofferdam plane should consider maintenance of navigation during construction and the effect of scour on its stability.  Deflectors can be used to move the scour area away from the main cofferdam.  (Author)]]></description>
      <pubDate>Wed, 16 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63909</guid>
    </item>
    <item>
      <title>ON THE MANEUVERING EXPERIMENTS OF A BARGE-LINE MODEL</title>
      <link>https://trid.trb.org/View/5121</link>
      <description><![CDATA[The turning and reverse spiral tests of a barge-line model, which consisted of a large barge and a pusher, were carried out and the effects of the rudder and skeg areas upon the maneuverability were investigated.  In this paper, the results are presented in the form of yaw rate-rudder angle curves and are also compared with the test results of the actual ship.  In Japanese.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5121</guid>
    </item>
    <item>
      <title>SHIP VERSUS TUG-BARGE--A NAVAL ARCHITECT'S VIEW</title>
      <link>https://trid.trb.org/View/8814</link>
      <description><![CDATA[An overview of tug-barge economics is compared with conventional vessels in the same type trade.  The advantages and disadvantages of each mode are enumerated to assist architects that find themselves in the position of tug-barge analyst that must evaluate the trade-off between conventional vessels, rigid and non-rigid tug-barge systems.]]></description>
      <pubDate>Wed, 23 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/8814</guid>
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