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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>SHIP DAMAGES AND THE COUNTERPLANS TO PROTECT SHIPS</title>
      <link>https://trid.trb.org/View/160950</link>
      <description><![CDATA[This paper reviews the statistics of the hull damages found on ships classed with Nippon Kaiji Kyokai (NK).  It examines the features of such damages on each type of ship. Measures for preventing damages are considered from the viewpoint of ship maintenance.  In the light of the fact that various sorts of damage are increasing in proportion to ships' age and also that most damages--such as cracks, deformations, bucklings in the structures--to ships in service are caused as result of wear and tear of the structural members, it appears that corrosion is a primary cause of all sorts of damages to the structures of ships in service.  It is suggested that more care than ever be paid to protection from corrosion in order to prevent damages and permit operation of ships in a safe and efficient condition.  This would also protect the shipowners from the economic consequences of possible detention of a ship by the port authorities as a substandard ship.]]></description>
      <pubDate>Sun, 18 Feb 1996 00:00:00 GMT</pubDate>
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      <title>WHICH CAUSES OF HULL DAMAGE ARE MOST FREQUENT?</title>
      <link>https://trid.trb.org/View/166173</link>
      <description><![CDATA[The Author reviews the statistics of hull damage to ships classed with NKK and examines the main features on each type of ship.  Measures for the prevention of damage are discussed from the point of view of ship maintenance.  The review discloses that certain types of damage increase in direct proportion to ships' age and that in most cases damages such as cracks, deformations, and structural buckling to ships in service are caused by corrosion of the structure.  The Author suggests that more care should be paid to corrosion protection of ships' structures in order to protect shipowners from the economic consequences of possible detention of a ship which might be considered by a port authority to be sub-standard.  Typical damages to the following ship types are analysed: General-Cargo Ships, Log Carriers, Oil Tankers, Ore Carriers, Bulk Carriers, and Container Ships.  Order from BSRA as No. 54,789.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
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      <title>DEVELOPMENT OF SHIP HATCH COVERS</title>
      <link>https://trid.trb.org/View/153357</link>
      <description><![CDATA[The article briefly describes the present international conventions and classification requirements based on the 1966 Loadline Rules, which would influence the type of hatch cover required in a ship.  The influence of hull deformations on the design of hatch covers is described in detail, on the basis of research undertaken by Lloyd's Register of Shipping.  A comprehensive mathematical model was used, based on a 120,000-dwt bulk carrier.  Examples shown illustrate the effects of both general and local loading concerning changes in the dimensions of hatch openings.  These effects will change significantly for any increase in still-water bending-moment or for the augment of wave bending-moment.  The article states that 90% of all damage to hatch covers in container ships is to the plating. Calculations have shown that due to torsional loading, problem of frictional effects in hatch covers is also investigated, particularly for hatch covers bearing loads, as with container ships.  The procedure for inspection of hatch covers and the analysis of defects is described.  The paper concludes that linings and sealing arrangements are responsible for about 5% of defects and, if the number of failures is to be reduced, more attention to the design of the sealing of transverse bulkheads is needed.  Effective draining of transverse bulkheads is necessary and they should be carefully inspected during "special surveys" and attention given to linings channels.  Order from BSRA as No. 52,275.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
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      <title>ANALYSIS OF STRESS CONDITIONS IN OPEN-DECK SHIPS</title>
      <link>https://trid.trb.org/View/85457</link>
      <description><![CDATA[In ships with large deck openings the stresses resulting from torsional deformations of the hull in a seaway have to be considered.  These torsional stresses are additional to the stresses caused by vertical bending of the hull, and may in certain conditions represent an increase of the stress level in upper deck longitudinals of the order of 30%.  A theoretical analysis of this problem is given.  Order from BSRA as No.  49,761.]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
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      <title>STATISTICAL ESTIMATION OF TANK STRESS BY TOTAL SYSTEM ANALYSIS FOR A SPHERICAL LNG SHIP TANK</title>
      <link>https://trid.trb.org/View/79179</link>
      <description><![CDATA[This paper explains and discusses an analysis procedure called "Total System Analysis" (TSA) procedure, which has been developed to accurately estimate long-term statistical values of tank stresses.  This procedure is an extension of the concept of the commonly-used statistcal analysis of the long-term prediction of response of ship's motions and wave induced loadings; the procedure treats non-linear stresses as well as linear ordinary stress components.  In establishing the procedure specific items such as the introduction of stress response functions, the problems of non-linear stresses and the approximation of probability density functions of tank stress local maxima (or minima) to Rayleigh distributions, etc. are discussed.  These items are verified by numerical experiments by a computer.  A Hitachi Zosen CBI type spherical tank on a 130,000 cubic meter LNG carrier has been analyzed by the TSA procedure; the results show that the correlations between types of wave induced loadings have a large influence on the tank stress, tending to reduce it, and that the non-linear stresses including the influence of correlations between the stress components are smaller than those without the above influence.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
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      <title>DETERMINATION OF THE HULL DEFORMATION DURING FINAL ASSEMBLY</title>
      <link>https://trid.trb.org/View/60373</link>
      <description><![CDATA[The deformation mechanism of a ship hull in the course of its final assembly is analyzed.  Based on the results of measurements conducted on the "Atlantic Supertrawler" hull, a model simulating hull deformations using the SHIBI computer program, with particular reference to welding shrinkage moments, is described.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
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