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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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    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>ANALYSIS OF THE TORSIONAL RESPONSE OF THE SL-7 HULL STRUCTURE BY USE OF THE FINITE-BEAM TECHNIQUE AND COMPARISON WITH OTHER TECHNIQUES</title>
      <link>https://trid.trb.org/View/166776</link>
      <description><![CDATA[A technique for analyzing a nonprismatic beam girder by subdividing it into a number of prismatic finite-beam elements, abbreviated herein as the FB-technique, is used for torsional analysis of the SL-7 containerships hull structure.  Comparison with earlier model tests and finite-element (FE) calculations is done and in general a close agreement with the results obtained earlier is found.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166776</guid>
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    <item>
      <title>PROBABILISTIC STRUCTURAL ANALYSIS OF SHIP HULL LONGITUDINAL STRENGTH</title>
      <link>https://trid.trb.org/View/164698</link>
      <description><![CDATA[Existing probabilistic structural design methods are reviewed, their applicability to ship hull structural design considered and the most promising probabilistic analysis techniques are identified.  The current state of knowledge concerning structural modes of failure and load distribution is considered with respect to its impact on probabilistic structural analyses.  The emphasis is on longitudinal strength considerations.  Factors influencing strength, in terms of uncertainties in ship strength distribution, are reviewed.  Different methods are proposed to obtain coefficients of variation for various types of data on the uncertainties.  Sample calculations are performed for a number of ships using an approximate probabilistic method and yielding safety margins for each.  This method requires that only the coefficients of variation of the strength and load be known.  A computer program is developed to perform this calculation for any ship subjected to any load or mode of failure.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164698</guid>
    </item>
    <item>
      <title>ON THE STRUCTURAL ANALYSIS OF ICE TRANSITING VESSELS</title>
      <link>https://trid.trb.org/View/165502</link>
      <description><![CDATA[This paper develops a methodology for a rational selection of ice strengthening criteria for ice-transiting commercial ships so that the scantlings of structural members such as hull plate thickness, stiffener size and spacing can be determined.  The method predicts the load carried by each transverse bulkhead, the maximum bending moments developed in the longitudinal stringer and transverse framing which result from ice compression on an ice-transiting vessel. The possible ice sheet failure modes are considered to predict the maximum magnitude of ice pressure on the side shell wall structure.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165502</guid>
    </item>
    <item>
      <title>A PROCEDURE FOR THE TRANSVERSE STRENGTH ASSESSMENT OF LARGE BULK CARRIER SHIPS</title>
      <link>https://trid.trb.org/View/163610</link>
      <description><![CDATA[This paper synthesizes a research carried out since 1971 in order to update the relevant R.I.NA. procedure for transverse strength calculation for bulk carriers.  The procedure based on the substructuring technique, includes some ideas reducing the errors embedded in the method and leads to reliable results as shown by comparison with full scale measurements, some of which are presented.  On the contrary the weak point is related to loads and allowable stresses, for which reference is made to the relevant Rules.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163610</guid>
    </item>
    <item>
      <title>SHIP DESIGN AND CONSTRUCTION</title>
      <link>https://trid.trb.org/View/156918</link>
      <description><![CDATA[Contains 18 totally rewritten or completely new chapters covering every phase of the subject as follows: Mission Analysis and Basic Design; Mission Impact on Vessel Design; General Arrangement; Load Line Assignment; Tonnage Measurement; Analysis and Design of Principal Hull Structure; Structural Components; Hull Materials and Welding; Hull Outfit and Fitting; Cargo Handling--Dry Cargo; Cargo Handling--Liquid Cargo; Ship Maneuvering, Navigation and Motion Control; Control of the Ship's Interior Environment; Hull Preservation; Shipbuilding Costing and Contract Arrangements; Ship Construction; Launching; Trials and Preparation for Delivery.  The new version entails the latest expertise of 28 authors, carefully reviewed by the Control Committee, and a significantly expanded Glossary of unfamiliar terms.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156918</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 SURVEY ON CRACKS IN TANKERS UNDER REPAIRS</title>
      <link>https://trid.trb.org/View/155007</link>
      <description><![CDATA[This paper analyses the hull structure defects and in particular the fractures which have been recorded over 8 years in a Repair Yard, on a total of 233 tankers of 30,000 dwt to 100,000 dwt, of ages varying from 3 to over 22 years built all over the world and under various Classification Societies, with the purpose to derive conclusions regarding the number of cracks, their size, location, distribution per ship area, relation of rate of occurrence and propagation to the age of ship, effect of cracks on ship's structural ability etc.  Results are compared with existing knowledge on the subject.  Order from BSRA as No. 53,352.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155007</guid>
    </item>
    <item>
      <title>PROBABILISTIC DESIGN FOR SHIP HULL STRUCTURAL STRENGTH</title>
      <link>https://trid.trb.org/View/152149</link>
      <description><![CDATA[Conventional methods of designing for hull strength make use of accumulated experience, essentially expressed in the form of semi-empirical formulae and safety factors.  With a new ship type, the resultant lack of "accumulated experience" on vessels of similar size and function makes it prudent to investigate new approaches to longitudinal strength design in an attempt to reduce the uncertainties.  The probabilistic approach employs statistical methods to quantify strength of structure and magnitude of imposed loads.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152149</guid>
    </item>
    <item>
      <title>STRUCTURAL INTEGRITY PROCEDURES FOR NAVAL SHIPS</title>
      <link>https://trid.trb.org/View/153371</link>
      <description><![CDATA[The application of both light and heavy sections of high strength metals in weight sensitive ships demands that structural integrity principles be followed during all stages of design, fabrication and life-cycle support of ship structures.  The integration of the interfacing disciplines of material sciences, fracture mechanics, structural design, welding engineering, production engineering and nondestructive testing are necessary ingredients of the Navy's structural integrity plan.  The relationships of these groups in the past, and envisioned in the future, are discussed.  Results of early structural integrity efforts for present day ships as well as structural integrity aspects of ongoing designs are also discussed.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153371</guid>
    </item>
    <item>
      <title>STRUCTURAL INTEGRITY IN MERCHANT SHIPS</title>
      <link>https://trid.trb.org/View/153372</link>
      <description><![CDATA[Since World War II, periodic changes in the fabrication, design, and material specifications for ship steels have been made to preclude brittle fractures.  These various changes are described briefly, along with a history of fracture control for ships to serve as background information for a discussion of the present-day structural integrity program for ships in the marine industry.  As additional information related to the structural integrity of ship structures, a review of two recent ship failures (e.g., the Ingram Barge in 1972 and the Chester A.  Poling in 1977) is presented to demonstrate some of the factors involved in brittle fractures of ships.  In both of these failures there were other factors contributing to the final brittle fractures that were more important than the notch toughness levels.  These factors are reviewed as the basis for an observation regarding the overall structural integrity of merchant ships.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153372</guid>
    </item>
    <item>
      <title>A UNIFIED APPROACH TO STRUCTURAL WEIGHT MINIMIZATION</title>
      <link>https://trid.trb.org/View/148181</link>
      <description><![CDATA[In this paper the structural sysnthesis problem is limited to the weight minimization of a finite element model of fixed geometry.  The transverse sizes of the elements are the design variables (bar sections, plate thicknesses etc.) in terms of which the structural weight is a linear objective function.  The constraints impose upper bounds on the stresses and the displacements under a set of statical loading cases.  In addition, the so-called technological or side constraints place lower limits on the design variables. Other constraints concerning buckling, dynamic properties etc. can be introduced but are not essential for the present discussion.  In the last decade essentially two main approaches have been used to solve this optimization problem.  One is based on the techniques of mathematical programming (MP), and the other relies on the concept of optimality criteria (OC).  Until recently these approaches were considered as unrelated, and even opposed, to each other.  The purpose of this paper is to show that, far from being opposed, the two classical MP and OC approaches have in fact converged to the same method that consists of transforming the original problem to a sequence of simple, explicit, approximate problems.  Such a method is quite efficient and can be viewed as a generalized OC approach as well as a MP linerization method.  The unified approach presented in this paper yields a new way of finding sound, efficient and consistent OC.  Furthermore, it allows us to understand and control the convergence properties of the optimization process and derive a method lying between a pure OC approach and a primal MP method.]]></description>
      <pubDate>Tue, 22 Apr 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148181</guid>
    </item>
    <item>
      <title>A DESIGN PROCEDURE FOR MINIMIZING PROPELLER-INDUCED VIBRATION IN HULL STRUCTURAL ELEMENTS</title>
      <link>https://trid.trb.org/View/142436</link>
      <description><![CDATA[A design procedure for minimizing propeller-induced vibration in hull structural elements is recommended.  This procedure begins when the ship's vibration specifications are defined and continues through the design and construction process until the vibration levels measured during sea trials are compared with the specifications. Consideration is given to the hydrodynamic excitation and structural response of the propeller-induced vibration problem, with both analytical and experimental techniques being used in the design process.  The recommended procedure is presented and discussed in the form of a flow diagram with 27 separate design steps.  The process also contains five evaluation milestones.  At these points, the design is assessed, and, if deficiencies are found, corrective action can be taken before the design proceeds.  The recommended complete procedure is presented in this report for the first time.  Many of the aspects of this procedure are still being developed, in particular, the influence of propeller cavitation on hull pressures and a simple but accurate treatment of water inertia.  These indefinite aspects have to be treated empirically using judgment and experimental data.  The portions of the procedure which are available are illustrated in an example using a single-screw, containerized and unitized cargo ship.]]></description>
      <pubDate>Wed, 19 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/142436</guid>
    </item>
    <item>
      <title>FATIGUE BEHAVIOR OF PRESTRESSED CONCRETE IN A SHIP HULL IS ANALYZED</title>
      <link>https://trid.trb.org/View/138170</link>
      <description><![CDATA[The study consists of an explanatory introduction and sections covering: prestressed concrete pilings, cyclic loadings, endurance of prestressed concrete, shear and bond, effects of submergence; and finally design recommendations and conclusions.  Five graphs of concrete characteristics are also included.  The bulletin contains background information, observations on present design practices, and many results from past research into concrete properties. This information, gathered from more than thirty sources, is used as a basis for design recommendations and conclusions.]]></description>
      <pubDate>Wed, 17 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138170</guid>
    </item>
    <item>
      <title>JAPANESE STUDIES ON THE FATIGUE STRENGTH OF SLOTTED PARTS IN SHIP'S HULL MEMBERS</title>
      <link>https://trid.trb.org/View/85127</link>
      <description><![CDATA[Since 1960 and with increases in the size of ships there has been a large number of instances of cracks and buckling around the slots designed to allow longitudinals to fit into the webs of transverse hull members.  Much research on this fatigue problem by various organisations in Japan has resulted in a sharp decrease in this type of damage in recent years; the research has also been of benefit to hull structural analysis in general and to the analysis of structures other than ships.  The Authors, of Tokyo University and Mitsubishi H.I. respectively, present a detailed review of this Japanese research under the main headings: (a) Damage in Ships.  (b) Stress Calculation.  1) Method used by the Slot Working Group (of the West Japan Society of Naval Architects).  2) Mitsui's method.  3) Estimation of maximum value of stress.  (c) Fatigue Crack Initiation Life.  1) Fatigue tests with scale models and cross joints.  2) Fatigue tests with large-scale models.  3) Effect of misaligned web stiffeners on fatigue strength.  4) Corrosive effect of sea water.  (d) Fatigue Crack Propagation Life.  1) Method of calculating propagation life.  2) Analysis of model test results.  3) Corrosive effect of sea water.  (e) Fatigue of Slotted Part due to Slamming. (f) Fatigue Design.  Order from BSRA as No. 49,397.]]></description>
      <pubDate>Wed, 14 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85127</guid>
    </item>
    <item>
      <title>FEASIBILITY AND COMPARATIVE STUDIES FOR THE USE OF PRESTRESSED CONCRETE IN LARGE STORAGE/PROCESSING VESSELS</title>
      <link>https://trid.trb.org/View/81193</link>
      <description><![CDATA[The technical feasibility and safety of a 300-m-long prestressed concrete vessel carrying LPG in free-standing tanks are analyzed and evaluated with consideration of all relevant forces and responses.  These include stillwater and quasi-static wave bending moments and shears, a dynamic analysis of low-frequency wave and high-frequency springing moments, thermal stresses for a range of probable conditions, plate bending stresses, and fatigue.  These were then compared with similar analysis of a steel hull designed on the basis of an existing vessel of similar dimensions and the latest ABS requirements.  The concrete hull, being stiffer, was found to develop significantly lower dynamic amplification, particularly in sea states having a significant height less than 4 m.  A fully probabilistic analysis of failure during 21 years of service in the North Atlantic showed that the concrete vessel had a lower risk of failure than the steel vessel.  Fatigue studies indicated a substantial margin of safety for the concrete vessel even after accidental cracking.  The prestressed concrete vessel was found to have adequate safety to justify its use for vessels in hazardous cargo service without limitation as to length.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81193</guid>
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