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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>
    <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>JOINT LABOR AND MANAGEMENT DEVELOPMENT AND IMPLEMENTATION OF A TRANSIT BUS/RAIL MECHANIC APPRENTICESHIP TRAINING PROGRAM</title>
      <link>https://trid.trb.org/View/576572</link>
      <description><![CDATA[There are few sources of obtaining the technical skills required in the transit industry to maintain high technology and alternative fuel buses.  There are no technical schools in the US that graduates a qualified "Urban Transit Bus Mechanic".  The key to modern transit bus maintenance is the architecture that ties the major bus components and systems together, that is the electrical/electronic system that is unique to the bus.  The bus will use a commercially available engine, transmission, air brake, and HVAC system, but the capacity for these stand alone components to function as a system is the maintenance focus on the modern transit bus.  At any given time in the transit industry, bus "Electrical System" discrepancies will account for approximately 50% of non-preprogrammed workorders.  The bus mechanic of today must now be a "Systems" maintainer.]]></description>
      <pubDate>Thu, 18 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576572</guid>
    </item>
    <item>
      <title>ENGINES: DIESEL, GASOLINE AND GAS TURBINE MARINE ENGINES</title>
      <link>https://trid.trb.org/View/165555</link>
      <description><![CDATA[In its first part the book deals with theory, design calculation process, operational problems and maintenance of marine diesel engines.  The second Part describes the theory of operation and deals with many operational problems of marine gasoline engines.  The third part of the book deals with theory and operation of marine gas turbines, while the fourth section deals in detail with practical problems concerning the operation, adjustment, fuel injection systems and energy-saving operation of seven types of modern marine diesel engines of the low and medium speed type.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165555</guid>
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      <title>MARINE DIESELS</title>
      <link>https://trid.trb.org/View/164522</link>
      <description><![CDATA[The essentials of engine design, construction, operation and maintenance are presented in this introduction to marine diesel engineering.  Contents: Engine fundamentals and thermodynamics; Fuels and combustion; Engine construction; Two-stroke and four-stroke cycle engines; Combustion chambers and related systems; Fuel and fuel injection systems; Governors; Cooling and lubrication systems; Starting and reversing systems; Troubleshooting.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164522</guid>
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    <item>
      <title>THE INFLUENCE OF DIESEL ENGINE AUTOMATION ON PERFORMANCE, MAINTENANCE AND TBO'S</title>
      <link>https://trid.trb.org/View/167158</link>
      <description><![CDATA[Two marine Diesel engine functions are mainly automated today: monitoring of conventional measurement signals and the logical sequence of orders to manoeuvre the engine. In addition, wearing parts are condition-monitored on an increasing scale with a view to optimally cost-effective exchange of these parts.  Apart from reliable sensors, this necessitates sophisticated data processing by the engine builder, this being the only means of furnishing the engine operator with economical maintenance schedules based on the large number of data obtained.  The costs involved in extensive measuring systems will not be fully justified unless these systems enable the engine to adjust itself to changes in ambient and operating conditions, the aim being maximally cost-effect service and low component failure rates.  Two examples are given to prove this point: Electronic injection capable of straightforward injection parameter variation permits matching the various fuel grades within a wide service range.  Especially in the case of engines developing a high power output per unit of piston area, the variable-geometry nozzle ring of the turbocharger favourably influences the operating values at part loads and thus reduces the thermal loading of the components. Only the self-adjusting Diesel engine will afford optimum operational reliability and component TBOs.  Order from BSRA as No. 54,908.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167158</guid>
    </item>
    <item>
      <title>"MINI-BORE" LOW SPEED CROSSHEAD ENGINES LAUNCHED BY MITSUBISHI</title>
      <link>https://trid.trb.org/View/160815</link>
      <description><![CDATA[The latest introduction to the Mitsubishi revised UEC-H range of low-speed two-stroke crosshead engines is a 370 and 450 mm bore series.  The development of the UE-H long- stroke series of constant-pressure turbocharged uniflow scavenged engines has already been described.  The new engines share the essential characteristics and operational aims of the 520 and 600 mm bore designs in the Mitsubishi programme, while achieving compactness, greater accessibility and ease of maintenance reduced number of components, and more simplified operation.  The main technical features of the design are detailed in diagrams. Of particular interest is Mitsubishi's departure from its traditional three-valve system to employ only one exhaust valve per cylinder.  This "Univalve" arrangement simplifies cylinder-cover construction and reduces maintenance.  The water-cooled valve seat ensures a longer life and the mechanical cooled valve seat ensures a longer life and the mechanical drive mechanism for the valve incorporates an oil cushion to absorb the heavy impact of the tappet and thermal expansion of the valve spindle, making for quieter operation.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160815</guid>
    </item>
    <item>
      <title>MARINE DIESEL APPLICATION IMPEDIMENTS--AN ASSESSMENT OF SHIPOWNER OPINION</title>
      <link>https://trid.trb.org/View/156911</link>
      <description><![CDATA[This report, based on interviews with representatives of some twenty shipowners and operators, identifies and analyze problem areas in the wider application of diesel propulsion for U.S. flag oceangoing cargo vessels.  Factors discussed with the shipowners relate to shipyards, engine builders, cost assessment, fuel quality, power requirements, maintenance practices, reliability, automation, noise and vibration, auxiliary machinery and personnel.  The report is intended as the first phase of a larger study.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156911</guid>
    </item>
    <item>
      <title>THE FUEL CONSUMPTION OF MEDIUM SPEED ENGINES: AN ANALYSIS BY MAK</title>
      <link>https://trid.trb.org/View/154863</link>
      <description><![CDATA[Factors to be considerd by shipowners and yards when comparing the fuel consumption figures claimed for various medium speed four-stroke engines are examined by a leading company in this sector, stressing the importance of evaluating the consumption of the complete engine installation.  Topics discussed include: Combustion quality; Cycle efficiency/thermal losses; Mechanical efficiency and Auxiliary power plants; Charge variation, efficiency of supercharging processes; and Maintenance of optimum condition in operation.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154863</guid>
    </item>
    <item>
      <title>CRANKCASE OIL--MAINTENANCE AND TREATMENT</title>
      <link>https://trid.trb.org/View/155397</link>
      <description><![CDATA[Modern marine Diesel engines, with their high operating pressures and temperatures, require, sophisticated crankcase oils, and to keep the performance levels of these oils close to the original levels and avoid operational problems, careful oil-maintenance procedures must be followed.  In this paper, various aspects of Mobil's experience and views of the maintenance of modern crankcase oils are described under the headings:--1. Functions and Properties of Crankcase Oils related to Oil Maintenance.  2. Typical Bearing Failures Caused by Abnormally Contaminated Crankcase Oils (1--Bearing Corrosion by Sea Water Contamination. 2--Bearing Corrosion Caused by Acids.  3--Bearing Failure Caused by Solid Contaminants).  3. Crankcase Oil Contamination: Sources--Components--Effects (1--Contamination Sources.  2--Contamination Components and Effects: Combustion Products; Water; Fuel; Miscellaneous Contaminants; Catalytic Effect of Contaminants; Particle Size of Contaminants).  4.  Crankcase Oil Treatment (1--Chemical Treatment. 2--Filtration.  3--Centrifuge Oil Treatment.  4--"Aquanul" System for Water Removal).  5. System Oil Volume.  In a concluding section  of the paper, it is mentioned that, for crankcase oil maintenance, the main builders of large crosshead engines have adopted 50-micron full-flow filters and by-pass centrifuges, with an additional coarse filter on the suction side of the pump. This is close to the optimum system if the centrifuge has adequate capacity, but full-flow filters of a finer size than 50 microns would be preferable.  The main builders of medium-speed Diesels have adopted full-flow filters with pore sizes ranging from 10 to 40 microns, and in addition a finer filter and/or a centrifuge is installed in a by-pass. For these engines, the optimum system is considered to be a full-flow filter of 8-10 micron size, with a by-pass centrifuge of adequate capacity.  The centrifuge is essential for the removal of water.  Order from BSRA as No. 53,479.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155397</guid>
    </item>
    <item>
      <title>MONITORING AND DIAGNOSING PROCESS DEVIATIONS IN MARINE DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/158398</link>
      <description><![CDATA[The report goes into the maintenance strategy and the systems in use.  It discusses condition monitoring and goes into detail on monitoring different components.  It also looks at different measuring methods in certain parts of the engine.  The conclusion of the report points out that there is still not sufficient knowledge about the behaviour of diesel engines to construct a mathematical model of systems and components.  Computer based monitoring has a great future, provided improvements are made in measuring accuracy with special and better instrumentation.  The condition monitoring system should, however, not be allowed to replace the experience of the engineer, but should be supplementary to the human qualities.  The Ship Research Institute of Norway is currently running a new program to go further into this matter.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158398</guid>
    </item>
    <item>
      <title>A SLOW SPEED MARINE DIESEL ENGINE IN REVIEW</title>
      <link>https://trid.trb.org/View/151246</link>
      <description><![CDATA[Because of the continuing escalation in fuel costs a high demand is predicted for slow-speed Diesel engines of up to 80,000 bhp for use in twin-screw installations.  The subject is comprehensively discussed under the main headings of (i) size, weight and ratings; (ii) engine description; (iii) application aspects of ratings; (iv) foundation design; (v) engineroom arrangement; (vi) engine systems; (vii) ancillary systems; (viii) manoeuvring the slow-speed diesel; (ix) maintenance; and (x) noise.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151246</guid>
    </item>
    <item>
      <title>AN ONBOARD MACHINING SERVICE</title>
      <link>https://trid.trb.org/View/152560</link>
      <description><![CDATA[Two onboard reconditioning tools are briefly mentioned: a Chris-Marine automatically driven MSD valve seat grinding machine and a surface grinder for grinding the sealing surfaces between the cylinder liners and covers and the top surfaces of cooling jackets.  For larger bore diesels a larger surface grinder, type CPS, has been introduced. Order from NSFI as No. 19083.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152560</guid>
    </item>
    <item>
      <title>VV-CCP ENGINE PLANT WITH SHAFT GENERATOR AND THE RESULTS OF TWO YEAR'S SERVICE</title>
      <link>https://trid.trb.org/View/143006</link>
      <description><![CDATA[An outline is given of the design of the Mitsubishi M.A.N. V52/55 ship propulsion plant developed as part of the energy-saving programme following the oil crisis of 1973. This plant comprises one set of Mitsubishi M.A.N. 12V52/55 and 14V52/55 medium-speed Diesel engines driving a controllable-pitch propeller and a shaft generator.  The control and maintenance systems are briefly described and the results of two years' service in LPG carriers are discussed.  Order from BSRA as No. 51,768.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143006</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF MITSUI MEDIUM SPEED ENGINES</title>
      <link>https://trid.trb.org/View/143015</link>
      <description><![CDATA[Mitsui Engineering & Shipbuilding Company have developed a new, four-stroke, medium-speed Diesel engine designated L/V 42 M as a main propulsion plant for marine applications. The main features of the engine, which has a cylinder output of 750 bhp are; strong and sturdy frame structure; easy maintenance; and simplified lubricating oil and cooling water lines.  In this paper, the structural characteristics which have realized these aims are described, and the results of bench tests are presented and discussed.  The paper concludes with some comments on the various types of reduction gearing which are available for the new engine. Order from BSRA as No. 51,753.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143015</guid>
    </item>
    <item>
      <title>ON THE STATISTICAL CHARACTERISTICS OF REPLACEMENT DATA OF FUEL VALVES OF MARINE DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/147495</link>
      <description><![CDATA[Mean time between failure (MTBF) and replacement distribution of fuel valves are estimated on the basis of field data of various ships in the period 1966 to 1977 by using the shape parameter "M" of the Weibull distribution. Order from NSFI as No. 18554.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147495</guid>
    </item>
    <item>
      <title>DIESEL PROPULSION SYSTEMS OF THE FUTURE</title>
      <link>https://trid.trb.org/View/143024</link>
      <description><![CDATA[A few important aspects of diesel propulsion systems, which will either gain significance or will undergo drastic changes in the future, are dealt with from the viewpoint of a manufacturer of four-stroke and two-stroke engines.  These aspects include, for instance, fuel consumption and the associated reference conditions as well as the convertibility of such data.  Other problems dealt with are future fuels and the maneuvering characteristics of diesel propulsion systems.  A novel feature of the diesel--an electronically controlled injection system--is described along with its advantages over conventional injection systems.  A novel feature of turbochargers--an adjustable nozzle ring which permits further improvement of the part-load performance of diesels--is also described.  The authors go into detail about the development potential of components with the shortest time between overhauls, these being the piston rings and the valves.  By reference to questions concerning sound control, exhaust gas emission, waste-heat recovery, and sectional assembly of two-stroke engines (which is possible today), it is proved that diesel propulsion systems can be optimally matched to future requirements.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143024</guid>
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