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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>NUMERICAL ANALYSIS BY DIGITAL COMPUTER PROGRAM ROSAS ON RESPONSES OF SHIP HULL STRUCTURE AT SEA</title>
      <link>https://trid.trb.org/View/161213</link>
      <description><![CDATA[Numerical analyses made with the digital computer program ROSAS on responses of a ship-hull structure at sea were developed at the David W. Taylor Naval Ship Research and Development Center.  The program simulates the hull girder structural response of a ship, including dynamic effects when it encounters head or following seas of the regular, irregular, discrete, standing, or other wave forms. Response calculations include rigid and elastic body motion, bending moment, and shear.  Vibratory hull girder modes can also be determined, and the effects of bow flare, bottom slamming and springing can be included.  Computations have been compared with actual ship responses.  Results are in good agreement with those obtained from actual ship sea trials, model experiments, a computer program developed by the Ship Structure Committee, and an earlier analogue computer program developed by the Centre.  Order from BSRA as No. 54,318.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161213</guid>
    </item>
    <item>
      <title>APPROACH FOR THE DETERMINATION OF HULL GIRDER LOADS IN A SEAWAY INCLUDING HYDRODYNAMIC IMPACTS</title>
      <link>https://trid.trb.org/View/160916</link>
      <description><![CDATA[The determination of hull-girder loads in a seaway is of particular importance for the design of marine vehicles. This paper shows how the loads can be determined, considering also the impact loads due to slamming. Results have been presented for a fast patrol boat, although the method can be used for other kinds of surface vessels.  The theoretical approach presented in the paper is an extension of the linear strip method used extensively in predicting both ship motions and dynamic loads.  The equations have been solved by simulating the ship behavior in an irregular seaway.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160916</guid>
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    <item>
      <title>ULTIMATE STRENGTH OF A SHIP'S HULL GIRDER IN PLASTIC AND BUCKLING MODES</title>
      <link>https://trid.trb.org/View/156441</link>
      <description><![CDATA[Knowledge of the limiting conditions beyond which a ship's hull girder will fail to perform its function is important in assessing accurately the true margin of safety in the design of ships.  Such information is essential also for developing design procedures, requirements, and rules which achieve uniform standards among vessels of different sizes and types.  In this report, these limiting conditions were analyzed with the objective of determining the ultimate strength of a hull girder.  The ship was considered to be subjected to a realistic loading consisting of vertical and lateral bending moments and torsional moment.  Buckling and instability of the hull stiffened plates, the fully plastic yield moments, and the shakedown moments were further developed in a procedure for estimating the ultimate capacity of the hull.  New interaction relations for the ultimate strength of ships subjected to combined moments were developed in this study.  The fracture (fatigue and brittle) modes of failure were not included.  An application to a 200,000 ton displacement tanker was carried out to show the details of the procedure and to examine the effects of various factors on the ultimate capacity of the hull.  Lack of adequate formulations in certain areas were pointed out particularly when the collapse mode involved coupling between several mechanisms of failure.  Analytical studies as well as a two-part test program were recommended with their objectives outlined.]]></description>
      <pubDate>Wed, 19 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156441</guid>
    </item>
    <item>
      <title>ULTIMATE STRENGTH OF SHIP HULL GIRDERS UNDER MOMENT, SHEAR AND TORQUE</title>
      <link>https://trid.trb.org/View/156393</link>
      <description><![CDATA[A method is described for the determination of the behavior and ultimate strength of longitudinally stiffened ship hull girder segments of rectangular single-cell cross section, subjected to bending, shear and torque.  The basic requirement of the method is to maintain the compatibility of deformations between the individual nonlinear components of the cross section.  The compression flange is assumed to be formed from identical beam-columns each consisting of a plate-stiffener combination; residual stresses and pre- and post-buckling behavior of the plate, as well as, large deformations and plastification of the stiffener, are all taken into account.  The tension flange is assumed to be elastic-plastic.  The webs (sides) are analyzed by a multiple tension-field approach which considers redistribution of normal and shearing stresses between the plate subpanels.  It is assumed in the method that a section plane before deformations remains plane after deformations (Navier-Bernoulli) and that shearing stresses in flanges have no effect on deformations or conditions of buckling or yielding.  A comparison of the method with the results of two tests on a small hull girder specimen showed that the method is acceptably accurate for the loading case of moment and shear (symmetrical loads) but should be modified for the general loading case of moment, shear and torque (unsymmetrical loads) to include the effect of warping deformations (deplanation) of the cross section.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156393</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>GREAT LAKES WAVE HEIGHT RADAR SYSTEM</title>
      <link>https://trid.trb.org/View/151220</link>
      <description><![CDATA[This report describes a wave measurement system installed, tested and evaluated on board the M/V Stewart J. Cort and presents some of the test results.  The wave measurement system consists of two radars used to profile the surface waves and two sets of accelerometers to record the motion of the vessel.  Thirty-one data records, each about twenty to thirty minutes long, were recorded during the test period. Eight of these data sets were reduced to power spectral densities (PSD) in terms of the wave encounter frequencies. Each PSD value has about fifty degrees of freedom.  The results show the significant wave height (SWH) as measured by the two radars to agree within about ten percent.  The visual estimates of the SWH show a larger variation of agreement relative to the radar derived SWH.  One buoy measurement was available to compare with the radar results. The buoy derived SWH (0.5m) was about one-half the radar measurement.  This is due to a light off shore wind that day that resulted in small SWH for both the buoy and the radars as well as a shorter fetch for the development of waves at the buoy site as compared with the ship location.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151220</guid>
    </item>
    <item>
      <title>HULL GIRDER RESPONSE TO EXTREME BENDING MOMENTS</title>
      <link>https://trid.trb.org/View/152145</link>
      <description><![CDATA[The inherent deficiencies of traditional section modulus calculations once buckling of elements of the hull girder occurs under extreme loading are discussed.  A technique for more accurately determining the effects of individual plate buckling on the integrity of the hull girder is presented, together with the supportive computer program (FLEXSM). Applications of FLEXSM to specific problems are described.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152145</guid>
    </item>
    <item>
      <title>PRACTICAL PROCEDURES FOR TECHNICAL AND ECONOMIC INVESTIGATION OF SHIP STRUCTURAL DETAILS</title>
      <link>https://trid.trb.org/View/145088</link>
      <description><![CDATA[Local structural problems in ships are generally the result of stress concentrations in structural details.  The intent of this paper is to bring to the attention of the marine industry that costly repairs and lay-up time of a vessel can often be prevented, if these problem areas are recognized and investigated in the design stages.  Such investigations can be performed for minimal labor and computer costs using finite element analysis techniques.  Practical procedures for analyzing structural details are presented in the paper including discussions of the results, and the analysis costs expended.  It is shown that the application of the finite element analysis technique can be economically employed in the investigation of structural details.]]></description>
      <pubDate>Tue, 22 Apr 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145088</guid>
    </item>
    <item>
      <title>AN ULTIMATE TRANSVERSE STRENGTH ANALYSIS OF SHIP STRUCTURES</title>
      <link>https://trid.trb.org/View/148397</link>
      <description><![CDATA[In a ship structure there are many deep girders serving as the main strength members.  Under increasing loads local failures such as buckling, yielding, etc., may occur in these members, resulting in reduction of their stiffness. The changes of the relative stiffness of the members in the structure induce redistribution of the internal forces. Finally the structure shows its ultimate strength.  There are powerful tools to analyse nonlinear behavior, such as the finite element method, the finite strip element method, etc.  However, the ultimate strength analysis of large structures by these methods requires enormous computation time and under the present circumstances it is impossible to apply them directly.  To overcome this difficulty, an analytical large size unit is proposed and idealization of the highly nonlinear behavior is developed in this paper. An "Idealized structural unit" is proposed as an element for the analysis.  Conditions for nonlinear behavior and stiffness matrices of the element are derived for individual kinematic conditions, such as after buckling, at the ultimate strength or plastic strength, under compression, bending and/or shear.  Based on this unit, a method of ultimate strength analysis, "Idealized Structural Unit Method", is proposed.  The results of analysis by this method describe the detailed behavior of structures.  A simple example structure coincides very well with experimental behavior observed in this study.  The necessary computation time by this method is remarkably short.  The nature of the new method promises validity and the realizable application to large size structures.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148397</guid>
    </item>
    <item>
      <title>A METHOD FOR EVALUATING THE HYDRODYNAMIC ADDED MASS IN SHIP HULL VIBRATIONS</title>
      <link>https://trid.trb.org/View/143019</link>
      <description><![CDATA[One area of concern in predicting the dynamic behavior of a ship at sea is proper evaluation of the effect of immersion. The influence of hydrodynamic pressure on the submerged surface of a vibrating hull has traditionally been considered based on an added mass concept.  The strip-theory approach used, although valid for the first few modes of vibration of the hull girder, is inconsistent with the refined three-dimensional finite element structural models now used to obtain the higher frequencies of vibrational modes of interest, in the range of propeller blade frequency, in which deformation of the ship cross section plays an important role.  A three-dimensional finite element discretization of the fluid domain is an approach which permits accurate values of the frequencies of vibration to be obtained in the range of interest.  By using fluid elements with curved boundaries, the connection between water and the most complex structural geometries is rather easy to obtain.  Since only one degree of freedom per node (pressure) is considered, the computer time needed for calculation of added mass is negligible in comparison with the time required for the total dynamic analysis, although the mesh extent may be large and many node points used.  A derivation of the mathematical foundations of the hydrodynamic mass matrix as computed by the finite element method is presented and applied for the case of a large liquefied gas carrier.  The effect of various mech sizes for the water model on the accuracy of the results is considered and ensuing rules for modelization discussed.  Derivation of an "infinite" element accounting for the unbounded nature of the unbounded nature of the fluid domain is also presented. It is believed that calculations such as the one presented in this paper could become routine at the design stage of a large ship, since an adequate mass-rigidity model of the structure will permit reliable determination of the ship's natural frequencies and modes, and therefore will provide the rational choice at the design stage of the number of propeller blades needed to avoid global resonance.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143019</guid>
    </item>
    <item>
      <title>EXAMINATION OF SERVICE AND STRESS DATA OF THREE SHIPS DEVELOPMENT OF HULL GIRDER LOAD CRITERIA</title>
      <link>https://trid.trb.org/View/88412</link>
      <description><![CDATA[This is a follow-on project to SSC-240, "Load Criteria for Ship Structural Design", which proposed methods for the estimation and superposition of the primary loads and performed sample calculations for one conventional dry cargo ship.  It involved the following bending moments: Still-water due to weight and buoyancy; Ship's own wave train; Quasi-static wave-induced, vertical and lateral combined; Dynamic loads, including slamming, whipping and springing; Thermal effects.  Here the service and full-scale stress data of three larger and/or faster ships (Containership SL-7, Bulk Carrier FOTINI-L and very large Crude Carrier UNIVERSE IRELAND) are examined for the purpose of the eventual development of hull-girder criteria.  The examination is limited to extreme midship bending moment loads which are related to the ultimate strength.  An assessment is made of the compatibility between the service and stress data of the distinctly different study ships and the analysis methods of SSC-240 and their assumptions for cargo ship type.  Considerable insight is obtained into the probable correct mathematical approximations of the loads and their interrelationships.  It appears that still-water bending moments can be approached probabilistically, however, considerable additional information on experienced loading conditions must be gathered to determine the statistical distributions.  Additional effort is required to determine the suitable probabilistic expression and a synthesis method for the contribution of vibration to the extreme load.]]></description>
      <pubDate>Tue, 28 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88412</guid>
    </item>
    <item>
      <title>COMPARISON OF STRESSES CALCULATED USING THE DAISY SYSTEM TO THOSE MEASURED ON THE SL-7 CONTAINERSHIP PROGRAM (SL-7-24)</title>
      <link>https://trid.trb.org/View/83834</link>
      <description><![CDATA[A comparison of stresses calculated using the ABS/DAISY system with those measured on board the SL-7 Containership is undertaken to verify the analytical procedures used in assessing the strength of ships in a seaway.  The comparisons and evaluations are performed for four different and progressively more severe technical conditions: dockside calibration, RMS stresses in head seas, instantaneous stresses in head seas and instantaneous stresses in oblique seas.  The overall comparison between calculated and measured stresses for the dockside calibration is good where thermal effects were small but inconclusive elsewhere.  The comparison of RMS stresses in head seas is generally satisfactory, using both the spectrum analysis approach and the equivalent regular wave approach, and the comparison of instantaneous stresses in head seas and in oblique seas is also good for the wave conditions considered.  The results show that the existing analytical tools for predicting wave loads and structural responses are suitable to assess the overall strength of the hull-girder. All the measured and calculated hull-girder stresses are of low magnitude, and no modifications to the present hull-girder strength standard are deemed necessary.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83834</guid>
    </item>
    <item>
      <title>STRUCTURAL ANALYSIS OF A CONTAINERSHIP STEEL MODEL AND COMPARISON WITH THE TEST RESULTS</title>
      <link>https://trid.trb.org/View/85545</link>
      <description><![CDATA[A 17-ft steel structural model of the SL-7 containership hull was tested under vertical, lateral, and torsional moments.  In this paper, a finite-element static analysis of the model is performed and compared with the test results. Stress distributions, particularly in the deck region, are presented and investigated from both analyses.  Fine-mesh analyses for different parts of the deck structure are also presented.  The results are discussed toward better understanding of the response of the wide-hatch open containership structure to the combined effects of various loading components.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85545</guid>
    </item>
    <item>
      <title>THE COST OF IRRATIONALITY IN SHIP STRUCTURE DESIGN</title>
      <link>https://trid.trb.org/View/85444</link>
      <description><![CDATA[The main factors affecting the rationalization of ship structural design are analysed.  Particular emphasis is placed on those factors affecting hull steel weight.  The loss of income resulting from undue increase in hull steel weight, deficient hull girder stiffness, poor design of local structural connections and complex constructional arrangements is examined and evaluated.  It is shown that irrational design of ship's structure may have adverse economical consequences to both shipbuilder and shipowner.]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85444</guid>
    </item>
    <item>
      <title>PREDICTION OF HULL GIRDER LOADS IN WAVES INCLUDING HYDRODYNAMIC SLAMMING IMPACT</title>
      <link>https://trid.trb.org/View/87779</link>
      <description><![CDATA[This approach was developed primarily for fast patrol boats, but is applicable to other vehicles as well.  Three problems were identified: (i) prediction of motion and loads imposed upon the hull, with emphasis on severe sea conditions; (ii) assessment of ship structural scantlings according to Navy requirements on ship system performance in a seaway; and (iii) preparation of material to judge stresses in the ship structure, exploiting the load-carrying capabilities thereof.  Order from BSRA as No. 49,412.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87779</guid>
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