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    <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" />
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>SIMPLE CALCUALTION OF SHELTERING EFFECT ON SHIP-WAVE RESISTANCE AND BULBOUS BOW DESIGN</title>
      <link>https://trid.trb.org/View/165706</link>
      <description><![CDATA[The sheltering effect on the ship wave resistance is treated by the free-surface pressure distribution inside the ship.  The theory is developed and the numerical values of wave resistance are obtained for parabolic and sinusoidal hulls.  The corrected wave resistance is shown to be reduced more than 20 percent from the Michell's wave resistance even for a Wigley hull with beam-length ratio 0.1.  However, the humps and hollows of wave resistance still remain with the magnitude closer to the experimental results.  The optimum volume of bulb for sinusoidal ships is also shown to be reduced from 7.6 percent to 18 percent of the values without sheltering effect for the range of Froude numbers from 0.15 to 0.35.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165706</guid>
    </item>
    <item>
      <title>INITIAL PROGRESS IN DEVELOPMENT OF AN EXPERIMENTAL METHOD TO OPTIMIZE THE WAVE POWER OF SHIPS</title>
      <link>https://trid.trb.org/View/157263</link>
      <description><![CDATA[Research was carried out in the towing tank at Webb Institute using the XY method for determining ship model wave resistance from measurements of the forces exerted on a stationary vertical cylinder by the waves produced by the model.  By analyzing pairs of runs at identical speed and loading, with and without the hull form change, it is possible to determine whether the hull form change is beneficial or detrimental.  Using optimization theory developed in the study, it is also possible to determine what the optimum hull form change should be and what reduction in resistance is possible.  The study was carried out on two hull forms, the Series 60, 0.60 Block and the Maritime Administration Multi-Purpose Mobilization Ship (MMS).  A bow bulb was fitted on the Series 60 and MMS Models and a set of port and starboard protuberances were fitted on the latter.  The results are encouraging both from a point of view of establishing the validity of the proposed method, including the instrumentation and data analysis system, and from the point of view of the type of results obtained for the bulb and hull form changes selected.  For example, the design bulb for the MMS at design speed is shown to be only slighlty smaller than the optimum size with only a few percent more of the bare hull wave resistance remaining possible to be saved by such a device.  While further improvements are needed in the technique and equipment, the system is now available for application to practical hull form design problems using the Webb facilities.  The technique is now sufficiently established that others may wish to utilize in their work.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157263</guid>
    </item>
    <item>
      <title>AN ATTEMPT TO DETECT THE IMPORTANCE OF TURBULENT BOUNDARY LAYER IN SHIP WAVE RESISTANCE</title>
      <link>https://trid.trb.org/View/143564</link>
      <description><![CDATA[The Reynolds number of a ship model is increased artificially by using a flat plate leading the model. The turbulence level of the flat plate boundary layer is also altered. The results indicate a viscous wave interaction which can be formulated in terms of the visco elastic properties of turbulent flow. A possible formulation using this procedure is also indicated.]]></description>
      <pubDate>Mon, 29 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143564</guid>
    </item>
    <item>
      <title>SHIP VIBRATIONS IN RANDOM SEAS</title>
      <link>https://trid.trb.org/View/160036</link>
      <description><![CDATA[A general analysis of ship dynamics in random seas is presented.  The analysis covers the steady-state wave-induced response and the transient-state slam-induced (whipping) response.  Wave-induced response includes with the rigid-body modes (seakeeping) and the hull flexural modes (springing).  The strip theory by Salvesen, Tuck, and Faltinsen is used to determine the hydrodynamic forces.  The ship structure is idealized by finite beam elements with the lumped-parameter system.  The normal-mode approach is used to calculate the vibration characteristics and dynamic response.  Statistics of both wave-induced loads and responses are characterized by Zero-mean Gaussian processes. By spectral analysis, the wave-induced responses can be predicted for a ship moving in random seas.  The slamming impacts as the input to the ship are treated as a nonstationary filtered Poisson process.  The output slam-induced (whipping) response process can be determined by passing such a nonstationary process through the time-invariant ship system or by using a Markov process. Two ship examples are studied.  The 1000-ft (305 m) Great Lakes ore carrier Stewart J. Cort is used for the calculation of the wave-induced response, and the 525-ft (160 m) SS Gopher Mariner is used for the calculation of the slam -induced (whipping) response.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160036</guid>
    </item>
    <item>
      <title>A LINEAR THEORY OF SPRINGING</title>
      <link>https://trid.trb.org/View/154349</link>
      <description><![CDATA[A linear slender-body theory of springing is derived.  The wave excitation loads are calculated by a generalization of the short-wavelength theory of Faltinsen.  A Green's function approach is used to find the pressure distribution. Numerical results are compared with experimental results of Wereldsma and Moeyes.  The "forced-motion loads" are obtained by a generalization of the Ogilvie and Tuck approach for forced heave and pitch motions.  Discrepancies with other methods are discussed.  Numerical results of springing are presented.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154349</guid>
    </item>
    <item>
      <title>ALL WEATHER, HIGH SPEED, FUEL SAVING, TWIN-BODY SEMISUBMERSIBLE SHIP</title>
      <link>https://trid.trb.org/View/155078</link>
      <description><![CDATA[A brief description is given of a catamaran type of hull which is thought to be suitable for most types of ocean-going ships.  The lower, submerged portion of the hull is of catamaran construction, each of the two parts having its own propeller and rudder.  Each also supports the main above water portion of the hull by means of two partly-submerged relatively thin streamlined vertical struts.  This form of hull has lower wave-making resistance and smaller motion response to waves than monohulls, and advantages in respect of cargo space and stowage.  An experimental 12-metre model is shortly to undergo sea trials.  Order from BSRA as No. 52,249.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155078</guid>
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    <item>
      <title>LONG TERM PREDICTION OF THE LONGITUDINAL STRESSES INDUCED ON A SHIP HULL IN SEA WAVES. PART 2-SHEARING STRESSES</title>
      <link>https://trid.trb.org/View/152591</link>
      <description><![CDATA[Calculation of shear stresses on longitudinal members of a 310 m long tanker operating in the North Atlantic Ocean.  An approximate long-term correlation method is compared with the so-called square method.  Order from NSFI as No. 18996.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152591</guid>
    </item>
    <item>
      <title>PROCEDURES FOR COMPUTING THE FREEBOARD REQUIREMENTS OF DISPLACEMENT MONOHULLS</title>
      <link>https://trid.trb.org/View/143417</link>
      <description><![CDATA[This Report, in microfiche form, presents methods for the empirical assessment of the non-kinematic components of ship-to-wave relative motion, change of level, and bow wave profile.  The computation of wave contours from observed wave data is descibed.  Linear super-position computations in the wave-length/ship-length domain are outlined.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143417</guid>
    </item>
    <item>
      <title>THE REPRESENTATION OF HULL SECTIONS AND ITS EFFECTS ON ESTIMATED HYDRODYNAMIC ACTIONS AND WAVE RESPONSES</title>
      <link>https://trid.trb.org/View/147496</link>
      <description><![CDATA[On the basis of numerical examples the paper first explores the quality of representation of ship sections made possible by Lewis forms.  The differences are explored between predictions of added mass and fluid damping made using 1) Lewis forms, 2) The new close fit technique and 3) Frank's close fit method.  Finally, results are given of ship responses showing the extent to which the various refinements influence estimates of ship motions and distortions in waves.  Order from NSFI as No. 18504.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147496</guid>
    </item>
    <item>
      <title>ON THE OPTIMISATION OF OVERALL PERFORMANCE OF RUDDERS: SECOND REPORT</title>
      <link>https://trid.trb.org/View/147418</link>
      <description><![CDATA[In this Second Report, results are presented and discussed of a study of rudder optimisation from the resistance and propulsion points of view.  A synthetic method of approach is used in contrast to the analytic method of the First Report.  On the basis of Kumano's finding (in 1960-61) that the rudder occupies a near optimum position as a stern bulb aimed at stern wave cancellation, the Authors investigate, by towing tests and wave analysis, several unconventional rudder configurations.  Also, possible improvement of self-propulsion factors is investigated in propulsion tests. Up to 7% improvement in propulsive performance is obtained; this is mainly attributable to stern wave cancellation. Viscous scale effects upon the main hull stern wave system are studied in the towed and self-propelled conditions with tow geosim models (L = 2.5 m and 10 m).  Order from BSRA as No. 51,914.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147418</guid>
    </item>
    <item>
      <title>PRELIMINARY MEASUREMENTS OF PRESSURE DISTRIBUTION TO DETERMINE THE TRANSVERSE STABILITY OF A FAST ROUND BILGE HULL</title>
      <link>https://trid.trb.org/View/147963</link>
      <description><![CDATA[Recent evidence has shown that there can be significant changes in transverse static stability with forward speed for fast round bilge displacement hull forms leading to lateral instability in extreme cases.  Preliminary measurements have been made of the pressure distribution at two stations on a typical round bilge hull form in both the stable and unstable regimes.  The results correlated with the observed instability phenomenon and showed that in general the change in righting moment was largely related to changes in the buoyancy forces due to wave formation.  The results also showed that on the two sections investigated the dynamic pressures enhibited a net downward force on the hull.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147963</guid>
    </item>
    <item>
      <title>EXPERIMENTAL STUDY ON THE RESISTANCE OF A TWIN-HULLED AIR-CUSHION VEHICLE</title>
      <link>https://trid.trb.org/View/71814</link>
      <description><![CDATA[An account is given of an experimental study with models of a twin-hulled air-cushion vehicle.  The study has clarified how resistance is influenced by the cushion pressure and the interval between the two hulls, the main conclusions being:--(1) The total-resistance coefficients of a twin-hull ship, corresponding to the twin-hull A.C.V. without the cushion equipment, decrease as the interval between the two hulls increases, when Fn = 0.5 to 0.8.  According to the results of wave analysis, this is caused by the change in the wave-making resistance.  (2) For Fn = 0.5 to 0.8, the interval effects on the wave-making resistance can be explained by the interaction between the hulls.  The interaction function FT1, introduced in this report, was proved to be a good parameter.  (3) For large Froude numbers (those exceeding 0.7), the total-resistance coefficient of the twin-hull A.C.V. decreases as delta Sub c/delta Sub r increases (this is the ratio of the volume displaced by the cushion pressure to the total displacement volume).  This result is mainly due to the wetted surface being small for large values of delta Sub c/delta Sub r.  Order from: BSRA as No. 47,483.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71814</guid>
    </item>
    <item>
      <title>ON ULTIMATE COLLAPSE OF SHIP STRUCTURES-RESEARCH IN JAPAN</title>
      <link>https://trid.trb.org/View/57406</link>
      <description><![CDATA[An outline of research on the collapse of ship structural components recently carried out in Japan is given in this paper.  Subjects covered include the external forces induced in ships' hulls by waves, the cargo pressure acting on the walls of holds, stress analysis of whole ship structures, the collapse of ship structural components and the fatigue strength of local structures such as slots and joints.  The paper concludes with some comments on finite-element and matrix methods which are considered important for the design of nuclear-powered ships and also for vessels carrying dangerous cargoes.  Order from: BSRA as No. 47,106,]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57406</guid>
    </item>
    <item>
      <title>FUNDAMENTAL STUDY OF WAVE IMPACT LOADS ON SHIP BOW</title>
      <link>https://trid.trb.org/View/53974</link>
      <description><![CDATA[Three-dimensional semi-cylindrical 1/3-scale bow models were subjected to drop test in a water impact generating tower in order to evaluate the characteristics of wave impact pressure acting on the bows of very large ships and to investigate their structural response.  The models were dropped on the still water surface from various heights (5 m at the maximum) at small relative angle (0 degrees, 5 degrees and 15 degrees).  The total drop weight was 10 tons each time.  From the results of the drop test, the relations among the maximum impact pressure Pmax, the relative bow-wave impact velocity v0, the relative stem-wave angle alpha and the radius of bow curvature R were obtained.  It was found that the maximum impact pressure would be affected by the relative stem-wave angle more strongly than the radius of bow curvature.  The maximum impact pressure as measured on the surface of one rectangular section of curved model plating were not distributed uniformly and simultaneously and were not considered to directly contribute to the structural response of the plating. Accordingly, the equivalent static pressure Peq, which was converted from the maximum transient strain of the panel into uniformly distributed static pressure was defined.  In the severest impact condition, the magnitude of Peq was of the order of one third of Pmax.  The relationship between the relative angle alpha and Peq for a panel located at the center of the model was obtained.  Furthermore, the quasi-static response of a rectangular plate panel to impact pressure was obtained by applying Wagner's theory on wedge models to the cylindrical body.  It was found that such numerical analysis would be useful in estimating the approximate magnitude of equivalent pressure Peq and that Peq was affected considerably by an area of a panel and its position.  It was also confirmed that the same bow damage could be reproduced in the models as in the actual bows of the large full ships under repeated impacts with stem-wave angle alpha of 9 deg. at impact velocity V9 of 8 m/s.  And it was estimated that the impact pressure that could be expected at the bow plating during wave impacts were of the order of 330 t/sq m.  And it was estimated that the impact pressure that could be expected at the bow plating during wave impacts were of the order of 330 t/sq m in terms of uniform static pressure.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53974</guid>
    </item>
    <item>
      <title>STUDY ON THE STRENGTH OF THE LONGITUDINAL HULL GIRDERS</title>
      <link>https://trid.trb.org/View/53836</link>
      <description><![CDATA[The statistical values of wave induced stress on the hull girder are generally used for evaluation of the longitudinal strength of the hull, and recently, the square root method is often used as an approximate method.  However, to know the actual predicted values, they should be calculated using the combined stresses due to vertical and lateral loads considering the phase lag of those in the regular waves instead of getting the statistical values of each load. Then, a computer program was developed by Nagasaki Shipyard, MHI to evaluate the longitudinal strength of hull girder directly according to the latter method.  Using this system, the stress analysis of hull girder on the 210,000 DWT oil tanker was carried out.  In this paper, the outline of this computer program and the consideration for above calculations are described.  The main conclusions derived in this paper are as follows.  (1) The comparison of the statistical stress values from above two methods are carried out and it is found that the values from the approximate method agree pretty well with those derived from a direct method, i.e. the approximate method seems very useful for the designer.  (2) The statistical normal stresses at bilge and gunnel are almost the same level and larger than those of deck and bottom center-line by 30 per cent at maximum under full load condition.  (3) In general, the normal stresses in full load conditions are larger than those in ballast load condition.  This is because of the fact that the lateral bending moment in the full load condition is pretty larger than those in ballast condition according to the difference of draft.  (4) The maximum normal stress occurs at the qunnel of leeward side and the bilge of weather side in the quartering sea and at the wave length of the square root of L over lambda equals 1.3-1.4.  (5) The ship velocity contributes little to reduction of the maximum stress.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53836</guid>
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