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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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      <title>A Method for Hull Scantlings Calculations for Ships Sailing in Low Salinity Waters</title>
      <link>https://trid.trb.org/View/1436304</link>
      <description><![CDATA[In International Association of Classification Societies Unified Requirements (IACS UR) I “Polar Class Requirements”, which has been introduced in the Rules of all Classification Societies participating in IACS, there is no special consideration for the navigation in low salinity waters where the strength of ice is increased. In general the salinity of the sea is (31-39‰) but there are areas with lower salinity, like the Caspian Sea (salinity 0-14 ‰) and rivers (around 0‰). The Caspian Sea is an area rich in oil and Bureau Veritas has recently classified several Offshore Service Vessels for operation in this area. In this paper the authors investigate the influence of low salinity sea water on ice strength and consequently on the hull scantlings of icebreaking ships. The authors consider that the sea water salinity in low-salinity areas, which the authors call brackish waters, is the ¼ of the normal salinity of the sea. The ice which is formed in low salinity areas is a low salinity ice. This makes the ice stronger and affects the force applied on icebreaking ships and consequently their hull scantlings. In IACS UR I, two ways of ice failure are adopted: flexural failure and crushing failure. The low salinity of the ice increases its flexural strength while the crushing strength is almost not affected. The influence of the low salinity on the flexural strength of the ice is calculated by the introduction of a new flexural failure coefficient Cf. The new increased values of this coefficient affect the hull scantlings, but only at the bow area, since according to IACS URI, only at bow we have flexural failure of the ice, while in non-bow areas we have crushing failure. This new coefficient Cf  has been introduced in Bureau Veritas Rules and can be used for the hull scantlings calculations of ships sailing in low salinity waters.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:31:20 GMT</pubDate>
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      <title>A Method for Bottom Scantlings Calculations for Ships Performing Icebreaking in Shallow Waters</title>
      <link>https://trid.trb.org/View/1436303</link>
      <description><![CDATA[In International Association of Classification Societies Unified Requirements (IACS UR) I “Polar Class Requirements”, which has been introduced in the Rules of all Classification Societies participating in IACS, there is no special consideration for the icebreaking in shallow waters where grounding on the ice can occur. Areas where this problem occurs  are rivers or the Caspian Sea, where the mean depth is about 5 meters. The Caspian Sea is an area rich in oil and in recent years several Offshore Service Vessels have been built for operation in this area, under the supervision of Bureau Veritas. In this paper the authors investigate the influence of shallow waters on the bottom scantlings of icebreaking ships. While these ships are performing icebreaking operations in shallow waters, which are defined as less than 2 meters keel clearance, ships can have grounding on pieces of ice which are trapped below the ship. Due to this, additional forces are applied to the bottom structure from the ice trapped below. During normal icebreaking (not aggressive operation) the authors can assume that the angle of the longitudinal inclination of the ship is not greater than 5 degrees. Taking into account the kinetic energy of the ship at the vertical direction due to grounding on the ice and applying energy and force balance on this direction, the authors can come to a formula which gives us the force applied to the bottom. In the energy and force balance we take into consideration the variations of the kinetic and dynamic energy of the ship, the work of buoyancy and the work due to vertical ice crushing. We can come to the same formula by applying Lagrange formulation on the vertical movement of the ship. The above formula has been introduced in Bureau Veritas Rules and can be used for the bottom scantlings calculations of ships performing icebreaking in shallow waters.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:31:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436303</guid>
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    <item>
      <title>Rules for U.S. Vessels Visiting Foreign Ports and Passing Through the Panama Canal</title>
      <link>https://trid.trb.org/View/860121</link>
      <description><![CDATA[The author examines a port state control (PSC) clause allowing cursory verification examinations by officials of a foreign port to be conducted on board arriving foreign vessels, including those from the United States. Passage through the Panama Canal is included. Issues include international voyage regulation compliance; smaller vessel operations; noncompliance detention; steps to take if detained, and appeal procedures. An insert describes Internet-based tools to help in keeping up-to-date with international convention changes. These include websites of the following classification societies: International Maritime Organization; Bureau Veritas; Det Norske Veritas; Lloyd's Register of Shipping; American Bureau of Shipping; and Germanischer Lloyd.]]></description>
      <pubDate>Tue, 03 Jun 2008 07:27:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/860121</guid>
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      <title>AUTOMATION AND SAFETY--TAKING A TURN WITH PROGRAMMABLE ELECTRONIC SYSTEMS</title>
      <link>https://trid.trb.org/View/397507</link>
      <description><![CDATA[This paper deals with the assessment of the dependability of automated systems from the point of view of classification societies. Programmable logic controllers, methods for checking CPU's and ROM memories, and other techniques for evaluating system component dependability are described briefly. The paper concludes with an outline of Bureau Veritas' approval procedure for automated shipboard equipment.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397507</guid>
    </item>
    <item>
      <title>QUALITY MANAGEMENT: A NEW BASIS FOR RELATIONS BETWEEN SHIPYARDS AND CLASSIFICATION AGENCIES</title>
      <link>https://trid.trb.org/View/400792</link>
      <description><![CDATA[In this article, two examples--one relating to a large shipyard and the other to a yard mass-producing glass-reinforced polyester (GRP) boats--are used to show how the surveyors of France's Bureau Veritas establish a survey plan for newbuildings, with all due allowance for the quality system of the yard.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400792</guid>
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      <title>TENTATIVE RULES FOR THE CLASSIFICATION OF MERCHANT ICEBREAKERS</title>
      <link>https://trid.trb.org/View/403484</link>
      <description><![CDATA[The development by France's Bureau Veritas of tentative rules for the classification of merchant icebreakers is described. The tentative rules deal only with hull requirements. They will eventually be completed with requirements concerning machinery, propellers, shaftline, reduction gears, and so on. The article is divided into sections that discuss ice class notations, the ice belt of shell plating, ice loads, longitudinal strength, local scantlings, and materials.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403484</guid>
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      <title>RECOMMENDATIONS DESIGNED TO LIMIT THE EFFECTS OF VIBRATIONS ON BOARD SHIPS</title>
      <link>https://trid.trb.org/View/404274</link>
      <description><![CDATA[A decade ago, the French classification society, Bureau Veritas, published guidance notes that are now revised and issued under the same title. The guide is for use either at the project stage of a new design of vessel or for vessels already in service. Although it does not indicate positive methods of eliminating vibration (each case must be treated on its merits), it does show how problems should be approached and what factors must be taken into consideration. There are several recommendations, such as the installation of struts connecting the main engine to rigid elements of the steel work at about cylinder head level.  The possibility of resonant response in vertical vibrations due to the presence of torsional vibrations should be eliminated or reduced by the detuning of the line shafting from a torsional vibration point of view.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/404274</guid>
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    <item>
      <title>ASSESSING THE BVCS STRATEGY</title>
      <link>https://trid.trb.org/View/250702</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/250702</guid>
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