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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 PLANNING SYSTEM FOR SHORT-TERM PRODUCTION-FLOW IN ONE-OFF AND SHORT-SERIES PRODUCTION</title>
      <link>https://trid.trb.org/View/73839</link>
      <description><![CDATA[The Author describes a system, used at the Mathias-Thesen shipyard at Wismar, for planning the short-term flow of prefabricated production in the building of single ships or short series of ships.  The system is mainly intended to ensure that prefabricated assemblies are delivered to the building berth at the correct time, despite factors that disturb a smooth production-flow.  The system has two "stages": a computer-assisted approximate stage covering the production, ready for the building berth, of a prefabricated assembly, and a second, refined state, which may be computer-assisted or manual, covering each of the small prefabricated sections that comprise the prefabricated assembly.  The article explains the principles and practice of the system and its stages, and includes a network plan for the simultaneous production of several different prefabricated assembles and a flow-diagram of the computer program for the approximate stage.  Order from: BSRA as No. 48,358.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73839</guid>
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      <title>THE CONTINUOUS FLOW PRODUCTION SYSTEM WHICH HAS APPLIED TO HULL WORKS IN SHIPBUILDING INDUSTRY</title>
      <link>https://trid.trb.org/View/5317</link>
      <description><![CDATA[It has been so far said that the continuous flow production system might be applied mainly to the mass production industry, while the application of this system is difficult to the one-off production industry in view of the diversity of products. Accordingly, the continuous flow production system has been adopted in the shipbuilding industry, in such limited cases as in the prefabrication stage of hull assemblies which compose parallel part of tanker and has failed to contribute to the improvement of general production system of shipbuilding industry. Through the study on the intrinsic nature of continuous flow production system, however, the authors have developed a new system of control technique so that a group of techniques fostered in the mass production can be applied to shipbuilding industry which is typical in diversified products production. This new control system has been applied to shipbuilding industry, characteristically utilizing the continuous flow production system.  Accordingly, this system can be applied in a similar manner to other areas of diversified products production, e.g., machine industry. The promotion of this new production system in shipbuilding industry has thus marked an epoch-making development through the introduction of electronic computers into the planning and control system of production and thereby maximum efficiency is realized in shipyard management including not only hull works but also outfitting works.]]></description>
      <pubDate>Sun, 27 Oct 1974 00:00:00 GMT</pubDate>
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      <title>ON THE FLOW LINE OF ASSEMBLY BLOCKS</title>
      <link>https://trid.trb.org/View/5318</link>
      <description><![CDATA[It is difficult to adopt the flow line system for assembly blocks, because imbalance of working time at each stage causes vacuum and over flow, from which idle time results. To avoid these conditions, it is necessary to have a buffer area in the flow line. By calculation, buffer area is at least 1.5-1.75 times maximum length of block.]]></description>
      <pubDate>Sun, 27 Oct 1974 00:00:00 GMT</pubDate>
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      <title>FLOW-LINE PRODUCTION AT SMALL ENCLOSED SHIPYARD IN NORWAY</title>
      <link>https://trid.trb.org/View/2492</link>
      <description><![CDATA[A.S. Trondhjems mek. Verksted included in its modernization program a 200x105 ft hall, provided with an oil-fired hot air heating system for optimum working conditions.  This is provided with a building slip capable of accommodating vessels of up to some 3000 dwt occupying one side and on the other is a fabrication area, with all the latest welding equipment, for the assembly of hull sections.  These are lifted directly onto the building berth by two 27-t overhead gantry cranes which span both slip and assembly floor.  Fitting-out work is carried on concurrently with hull assembly and completed sections are moved into the open, by an adjustable ram on the slipway, to provide space at the top of the slip to allow work on a second vessel to commence.  By this system only the minimum of finishing work remains to be carried out once the vessel is floated.  Initial preparation of plates and profiles is carried on in a separate shop equipped with an optically-controlled flame cutting machine and a 450-t press.  It is believed that Trondhjems was the first yard to introduce network technique and EDP both on the hull and fitting-out side.]]></description>
      <pubDate>Mon, 13 May 1974 00:00:00 GMT</pubDate>
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      <title>INGALLS 130 MILLION DOLLAR SHIP FACTORY</title>
      <link>https://trid.trb.org/View/1413</link>
      <description><![CDATA[At the new shipbuilding facility at West Pascagoula being built by Ingalls Shipbuilding Corp, the steel plate moves through the fabrication and panel shops prior to shot blasting and priming. Sections then move to a subassembly area and then on to a modular assembly area.  The modular sections, weighing between 1500 and 2100 t are then transferred by a special wheel-on-rail system to the ship integration area.  Here the modular sections are assembled to form a hull which is then transferred in much the same way to a huge 57,000 ton dead weight capacity floating dry dock situated alongside the integration area.  The near sidewalls of the dock are movable and, when replaced with the ship in position, the dock is submerged and the ship floated off and towed to the outfitting docks. The essence of the system is that when a ship is floated from the dock it will be 92% complete.  The system aims at an initial 30% reduction in man hours per ton throughput. A diagram shows flow of work through the facility, and some details are given for orders booked.]]></description>
      <pubDate>Mon, 13 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1413</guid>
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      <title>NEW WAYS IN SHIPBUILDING</title>
      <link>https://trid.trb.org/View/1416</link>
      <description><![CDATA[The author describes newly developed equipment for the rationalised manufacture of ships sections, particularly for extra-large ships. Roller tables are employed to carry the plates to the flame-cutters and to the automatic feed type frame mounting and welding machines. Finished panels are made up into so-called volumes sections, which are assembled in the building dock by means of gantry cranes to form the hull of the ship. Reference is made to material flow, handling equipment and, in greater detail, to roller chain conveyors.]]></description>
      <pubDate>Mon, 13 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1416</guid>
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      <title>NKK TSU YARD FEATURES WORLDS FIRST CANALOCK BUILDING DOCK</title>
      <link>https://trid.trb.org/View/1443</link>
      <description><![CDATA[The 500,000 dw/t capacity building basin at Nippon Kokans new Tsu Shipyard is the worlds first dual-entrance type dock.  Capable of being opened to the sea at both ends, the dock resembles a miniature canal.  The yard has a total employment of 2175, of whom 385 are in administration and design/ the other 1790 are yard personnel.  The basic policy in planning the Tsu yard was the construction of facilities for most efficiently building tankers in the 150,000 to 200,000 dw/t range and with sufficient space for tandem construction of 100,000 dw/t bulk and ore carriers, and tankers exceeding 200,000 dw/t.  Construction capacity is six tankers of 150,000 dw/t/yr, requiring a fabrication capacity of about 12,000 t/mo.  Details are given for-degree of automation, receipt of material, material flow, the hull ship, production lines, transporting blocks, goliath cranes, major features and proposed methods of operations in the dual entrance building dock, the equipment shop, pump stations, and the repair dock.]]></description>
      <pubDate>Tue, 07 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1443</guid>
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      <title>SHIPBUILDING, IN FROM THE COLD</title>
      <link>https://trid.trb.org/View/2736</link>
      <description><![CDATA[In order to update yards and increase productivity new engineering principles have been developed which help offset shipyard construction losses.  Some new construction methods are flow line production, numerical control, new welding operations, and new shipyards which have been designed to take advantage of the new techniques.  Flow line production incorporates conveyor type production where sub assemblies are built and then combined in a final operation in the shipyard.  Cranes provide the power needed to move the sub-assemblies from shops to berth.  Automation has been incorporated into the construction processes.  Computers now control cutting operations, outfitting, and welding in addition to the design processes.  One area where automated welding has been successful has been in the welding of flat stiffened panels.  It is still quite certain that automation will not be successful in more than 40 percent of total welding.  A shipyard built on the Gulf of Mexico for Litton Ship Systems for the construction of large ships incorporates both flow line production and automated construction procedures.  Appledore Shipbuilders Ltd. of Devon, England, have built a totally enclosed building dock for the construction of ships up to 10,000 dwt.  It is in effect a shipbuilding factory which incorporates flow line production, automated cutting, and manual, semi-automatic, and automatic welding procedures.  The conclusion of shipbuilders is that the mass production techniques used during World War II must be revived in order to meet the production capacity necessary to remain competitive.]]></description>
      <pubDate>Sun, 25 Nov 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2736</guid>
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