<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>GREAT LAKES CARRIERS HULL STRESS MONITORING SYSTEM</title>
      <link>https://trid.trb.org/View/83900</link>
      <description><![CDATA[The purpose of this research is to investigate the operations of Great Lakes Carriers, particularly the stress problems these ships are likely to encounter, and the technological state of the art, and to make recommendations for a system that would be of use to ship operating personnel both in making them aware of worsening stress conditions and in providing them with some information upon which to base corrective action.  Background studies carried out in the early stages of the project confirmed the importance of providing a stress monitoring system of Great Lakes bulk carriers, especially for the new long ships which are particularly susceptible to high spring stresses.  Based on preliminary results presented last year the decision was made to proceed with the development of specifications for a computerized digital system.  The system will incorporate video (CRT) graphical displays and use the best available technology to advise the captain of the consequences of alternative action.  Still water, wave and spring stress will all be considered.  The computer will also be available for ship management activities.]]></description>
      <pubDate>Fri, 13 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83900</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF THE CONCRETE HULL</title>
      <link>https://trid.trb.org/View/69272</link>
      <description><![CDATA[The Author traces the history and development of ferrocement and of reinforced and prestressed concrete as hull materials for a wide range of floating structures.  The distinct characteristics of shipbuilding concrete in terms of materials properties, design, construction techniques, hull shape, size, and weight are critically examined in relation to cargoes carried, special uses, and short and long term operational behaviour.  Experience of concrete hulls indicates two major areas for closer examination and caution in design--impact behavior and weight.  Impact resistance can be improved at extra cost, but the naval architect must move to shapes more able to resist the complex stresses at sea and use higher strength and lower density concrete, if concrete ships are to compete operationally with steel vessels.  An extensive list of references in included. Order from: BSRA as No. 47,918.]]></description>
      <pubDate>Thu, 31 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69272</guid>
    </item>
    <item>
      <title>LONG TERM SPRINGING AND WHIPPING STRESSES IN HIGH SPEED VESSELS</title>
      <link>https://trid.trb.org/View/479848</link>
      <description><![CDATA[High-speed ships are weight sensitive structures and high strength steel, aluminium or composites are preferred building materials.  The use of these materials results in larger hull flexibility than more conventional materials.  Therefore, for large fast ships, the lowest natural frequencies of the global hull modes can be relatively low compared to the frequency of wave encounter.  In this paper, a parameter study is performed to determine the relative importance of hull flexibility and ship length on the wave-induced springing and whipping response of fast monohull vessels.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479848</guid>
    </item>
    <item>
      <title>MEASURES OF MODEL UNCERTAINTY IN THE ASSESSMENT OF PRIMARY STRESSES IN SHIP STRUCTURES</title>
      <link>https://trid.trb.org/View/467306</link>
      <description><![CDATA[The paper considers various models and methods commonly used for linear elastic stress analysis and assesses the uncertainty involved in their application to the analysis of the distribution of primary stresses in the hull of a containership example, through statistical evaluations of the results of calculations performed by different methods.]]></description>
      <pubDate>Mon, 04 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/467306</guid>
    </item>
    <item>
      <title>ON THE CHARACTERISTICS OF WAVE-INDUCED PRESSURE AND LOCAL STRESSES MEASURED ON A VLCC HULL IN SEAWAYS</title>
      <link>https://trid.trb.org/View/455423</link>
      <description><![CDATA[The characteristics of wave induced pressure fluctuations and local stress on the sides of VLCC hulls have been investigated, as a considerable number of fatigue cracks were found on the side longitudinals of second generation VLCCs.  This paper gives the summarized results of full scale measurements on a typical second generation VLCC, carried out with the aim of understanding the long- term characteristics of working stresses on longitudinal members and wave pressure acting near the load water line.  The results of the study are as follows: 1) the actual condition of wave pressure fluctuation and working stresses on the side of the hull of a VLCC was revealed through full scale measurement 2) the prevalent estimation method based on the strip method explained the short- term characteristics of measured wave pressure 3) discrete analysis method was found to be effective for the evaluation of local stresses of structural members where various load elements act mutually.]]></description>
      <pubDate>Mon, 04 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455423</guid>
    </item>
    <item>
      <title>ON THE DISTRIBUTIONS OF SYMMETRIC SHEARING FORCE AND BENDING MOMENT IN HULLS</title>
      <link>https://trid.trb.org/View/437268</link>
      <description><![CDATA[In two previous projects it was found that even in a random sea and following slams, the shearing force was proportional to the bending moment near the ends of the hulls under investigation at all instants. It is shown in the present paper that, far from being a peculiarity of the two vessels examined previously, this proportionality is a feature of beam-like hulls in general whatever the type of excitation. That this is so can be proved very easily and the practical consequences are explored using data on a particular ship. Recognition of this result provides the basis of a better understanding of stress fluctuations and provides a basis for the investigation of hull fatigue.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/437268</guid>
    </item>
    <item>
      <title>STRESS MONITORING BENEFITS NEED CO-ORDINATED ANALYSIS</title>
      <link>https://trid.trb.org/View/441553</link>
      <description><![CDATA[Several hull stress monitoring systems are discussed including the system which IMO agreed on recommendations for immediate fitting to bulk carriers over 20 000 dwt for immediate fitting to bulk carriers over 20 000 dwt carrying solid bulk cargoes.  This system provides operational monitoring on hull stresses and acceleration to enable crew to operate a vessel at efficient and safe levels in adverse weather conditions.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/441553</guid>
    </item>
    <item>
      <title>IDEALISATION OF SHIP STRUCTURE BY PLANE BAR SYSTEMS ON ELASTIC FOUNDATION</title>
      <link>https://trid.trb.org/View/434420</link>
      <description><![CDATA[This paper presents the theory of the beam on elastic foundation, as well as the theory of the plane beam structure on elastic foundation. A program has been developed for the above structures, which yields the internal forces and displacements for each element. The program was tested by means of the following examples - calculation of the transverse frame of a tanker, calculation of the central girder and calculation for the ship's hull during launching.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/434420</guid>
    </item>
    <item>
      <title>CHARACTERISTICS OF LOAD STRESSES AND WAVE PRESSURE WORKING ON HULL SIDE IN SEAWAYS</title>
      <link>https://trid.trb.org/View/441439</link>
      <description><![CDATA[Full-scale measurements of local stresses and wave pressure acting the side of a hull in a seaway were carried out on a VLCC, in an attempt to understand the actual condition of working stresses on longitudinal members and wave pressure acting near the load water line.  The findings made from the study are as follows: (1)  Results of the full-scale measurements showed that higher order components of wave pressure owing to wave breaking and/or impact were not remarkable. (2)  The mean periods of stresses on side longitudinals were shorter than those of deck or bottom longitudinals.  This comes from the difference between the response characteristics in regular waves. (3)  It was confirmed by comparison with the results of full-scale measurement that the prevalent wave pressure estimation based on strip method explained the short-term characteristics of stress on longitudinals. (4)  For the evaluation of local stresses of structural members where various load elements act mutually Discrete Analysis Method (DISAM for short) was found to be effective.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/441439</guid>
    </item>
    <item>
      <title>FATIGUE ANALYSIS OF SHIP HULLS UNDER NON-GAUSSIAN WAVE LOADS</title>
      <link>https://trid.trb.org/View/439403</link>
      <description><![CDATA[For ships with fine lines it is well known from measurements that the wave-induced sagging bending moments can be considerably larger than the hogging bending moments.  The difference cannot be predicted by a linear theory but requires a non-linear formulation for the hydrodynamic loads.  Here, non-linear theories based on the strip theory concept can yield an adequate description of the problem, but a straightforward solution technique using a time simulation procedure is not acceptable for a fatigue damage estimate due to the large time interval required.  Previously, a quadratic strip theory formulated in the frequency domain has been used to determine the statistical distribution of the peak values of the hull bending moment for a ship sailing in a stationary stochastic head sea.  Subsequent comparisons with full-scale tests showed excellent agreements. In the present paper a formula for the fatigue damage of a structural component subjected to a quadratic random stress response is derived.  A simple example is used to demonstrate the accuracy of the formula.  Then based on the aforementioned quadratic strip theory, the influence of the non-linearities in the wave profile and in the hydrodynamic loads on the fatigue damage of the hull platings is given.  The calculations are performed for a fast container ship and it is found that the non-linear effects will increase the fatigue damage by 50-100% in moderate sea states.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/439403</guid>
    </item>
    <item>
      <title>EARLY WARNING ALERT FOR STRUCTURAL WEAKNESSES</title>
      <link>https://trid.trb.org/View/439054</link>
      <description><![CDATA[The 188 000dwt bulk carrier ORMOND was fitted with a prototype stress monitoring system in December 1990.  The system is based on strain gauges fixed on deck along the longitudinal framing and an accelerometer positioned in the bow area.  The actual stresses and motions of a ships' hull during heavy weather, loading and discharging operations are measured and the equipment meets requirements set by Lloyd's Registers new SEA (Ship Event Analysis) notation.  Successful results were reported from a recent round-the-world voyage of ORMOND, and this had encouraged her owners P&O Bulk Shipping to specify the equipment for its other fleet units.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/439054</guid>
    </item>
    <item>
      <title>SUBMERSIBLE PRESSURE HULL DESIGN PARAMETRICS</title>
      <link>https://trid.trb.org/View/441884</link>
      <description><![CDATA[Autonomous underwater vehicles are inevitably constrained as to range, speed, and payload by the displacement fraction allocable to energy systems.  A primary resource for diverting displacement fraction to energy in advanced designs is the pressure hull structure.  It will usually be necessary, however, to make significant tradeoffs of performance against hull (material) cost, design/certification effort, construction schedule, and packaging parameters if very efficient hulls are to be achieved.  To fairly assess the benefits of advanced hull shapes, architectures, and materials, a methodology is required for evaluating the structural performance of equivalently optimised configurations.  The objective of this paper is to assemble such an optimisation methodology in a format that is easily automated.  This methodology explicitly considers hull yielding, lobar (interframe) buckling, general instability, and local frame instability failure modes.  Quantitative results on the effects of hull circularity and profile deviations are also presented.  Some novel results for the buckling performance of non-axisymmetric rings are further presented to identify the design payoff of new software tools.  These latter results have been developed using an original and quite general machine algebra approach to the ring buckling problem.  While many of the results presented herein have been individually available for many years, it is hoped that an integrated presentation will assist other designers wrestling with the difficult problems of submersible integration.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/441884</guid>
    </item>
    <item>
      <title>CONTROL OF THE STRESS-STRAIN CHARACTERISTICS OF THE SHIP'S HULL THE END OF THE SHIP'S IN SERVICE LIFE</title>
      <link>https://trid.trb.org/View/441427</link>
      <description><![CDATA[An idea for controlling stress-strain characteristics of particular elements of a ships hull is suggested and discussed.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/441427</guid>
    </item>
    <item>
      <title>THERMAL DEFORMATIONS AND STRESSES IN AN OIL-BUILT-ORE (OBO) VESSEL CARRYING A HEATED CARGO</title>
      <link>https://trid.trb.org/View/438974</link>
      <description><![CDATA[The thermal deformation and stress field in the hull and cross bulkhead of an Oil-Built-Ore (OBO) carrier carrying heated cargo is calculated numerically by use of the finite element method. In particular, the deformations of the opening of the hold are studied. These deformations, which are mainly caused by the thermal load induced by the heated cargo, have been found to result in sealing problems at the openings of the holds. Some possible modifications to reduce these deformations are discussed. It was found that one effective alternative is to increase the stiffness of the cross deck strip on the transverse bulkhead, for example by increasing its width.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438974</guid>
    </item>
    <item>
      <title>BACK TO FIRST PRINCIPLES FOR A SAFER HULL</title>
      <link>https://trid.trb.org/View/444916</link>
      <description><![CDATA[This article describes the 'Safehull' system developed by the American Bureau of Shipping which they claim is a 'revolutionary concept providing a truly comprehensive, integrated hull structural strength, design and evaluation tool'.  The capability offered by being able to thoroughly quantify the dynamically induced stresses that could exist in a ship structure will lead to the optimum distribution of steel which, in turn, leads to a significant reduction in structural failures due to the effects of yielding, buckling and fatigue.  Safehull includes consideration of the corrosion effects expected during a ship's life.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/444916</guid>
    </item>
  </channel>
</rss>