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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>Transport Research International Documentation (TRID)</title>
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      <title>A NOVEL DESIGN OF A MAMMOTH TANKER TO SUIT THE MARPOL CONVENTION WITH MINIMUM AMOUNT OF SEGREGATED BALLAST</title>
      <link>https://trid.trb.org/View/168518</link>
      <description><![CDATA[As an example of the influence of IMCO regulations on ship design, the hull form of a segregated ballast tanker of 500,000 dwt is optimised in detail in the light of the 1973 Marine Pollution Convention.  A novel design parameter is introduced which affects the displacement at the ballast draught.  Starting with a basis ship, the hull form is changed by an unusual method and the resulting optimum having an unconventional hull form is compared to the best alternative i.e., the conventional optimum.  It is shown that the unconventional hull form is more profitable, has a lower block coefficient and a pronounced V-shape, but a greater breadth than the optimal conventional design.  Order from BSRA as No. 54,647.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
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      <title>DEVELOPMENT OF A 40,000-CUBIC METER GAS CARRIER, WITH SPECIAL REFERENCE TO THE USE OF LARGE PRESSURE-TANKS</title>
      <link>https://trid.trb.org/View/86642</link>
      <description><![CDATA[The author, of AG Weser, describes some preliminary design work for the development of an LPG/NH3 methane tanker with a cargo capacity of about 40,000 cu m.  The work, which was carried out with the help of West German Government funds, was particularly concerned with the suitability of the ship's large cargo tanks, whose type (Type C) and form (horizontal figure-8) were chosen on the basis of an associated investigation. The tanks would be of fine-grain steel construction, with flanges of 5%-nickel steel. The ship would comply with the IMCO code for liquefied-gas tankers, and with the Germanischer Lloyd classification maltese cross 100 A4 MC "R" Liquid-Gas Tanker Type "II G", and its tentative dimensions are: length b.p. 185 m, breadth 28.4 m, depth 18 m, and draught about 10.3 m; trials speed would be about 17.5 knots. There would be four tanks, with the figure-8 shape of No. 1 modified to suit the hull form. Nos. 2 and 4, and Nos. 1 and 3, would constitute two groups to enable two different cargoes to be carried at the same time.  Propulsion would be by a lowspeed Diesel.  Some further information is given on the ship's design and equipment, and on some relevant requirements, and in particular on the extensive calculations for the tanks (which are much larger than tanks of the same type for which information is readily available) and, taking hull elasticity into account, for their seatings (the Stardyne FEM program was used for these latter calculations).  A preliminary general-arrangement drawing is included.  Order from BSRA as No. 49,897.]]></description>
      <pubDate>Sat, 26 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86642</guid>
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      <title>ELEVENTH SHIPBUILDING COLLOQUIUM SHIPBUILDING INDUSTRY-GERMANISCHER LLOYD</title>
      <link>https://trid.trb.org/View/61223</link>
      <description><![CDATA[At this Colloquium, held at Germanischer Lloyd's Head Office in October 1976, the following subjects were discussed, some of them based on proposals made by shipbuilders: 1. Foundations for liquefied-gas tanks (a) Determination of the loads on the tank supports.  (b) Loading criteria for the foundations of cylindrical liquefied-gas tanks.  (c) Design criteria for the support of a spherical tank of a liquefied-gas tanker designed on the Moss Rosenberg system. (d) Germanischer Lloyd investigations into the strength of spherical tanks.  2. Some aspects of the proposed Construction Rules for "open ships'.  3. Instrumental aids for computer calculations.  4. Elastic mounting of deckhouses.  5. Some remarks on the acceptable limits of constructional pre-deformations.  (a) The effect of constructional pre-deformations on the load-carrying behaviour of ship plating.  (b) Constructional pre-deformation from the shipbuilder's point of view.  6. Design consequences of the IMCO Regulations for the subdivision of tankers.  This first part of a report on the Colloquium gives a concise account of papers presented on the subject listed under 1.  above by the following: 1(a): C. Oestergaard. 1(b): D. Koster. 1(c) H.J.  Klehe (of HDW). 1(d) H.G. Payer. A very brief discussion is included on some of the points raised.  The report is to be concluded in the next issue of Schiff u. Hafen.  Order from: BSRA as No. 46,625.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61223</guid>
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      <title>FOR LNG--A CONCRETE ANSWER</title>
      <link>https://trid.trb.org/View/58474</link>
      <description><![CDATA[The suggestion that LNG carriers could be constructed of concrete with economic, technical and safety advantages over the existing steel hull designs was made by Carvill in 1972. In pursuance of this idea, a research and development programme was carried out by Dytam Tanker GmbH, a joint company set up by Tampinex Oil Ltd and the German firm of Dyckerhoff and Widmann AG, Munich.  The study, which is summarized in this paper was for a 128,000 cu m LNG gas carrier with a monolithic concrete hull reinforced longitudinally and transversely by stressed and non-stressed steel rods. The cargo tanks are an integral part of the hull structure and the tank transfer bulkheads are also made of concrete.  The vessel has received full conceptual and detail approval of the entire hull structure by Lloyd's Register, single hull concept approval by the U.S.  Coast Guard and complies with IMCO requirements.  In addition to giving details of the strength calculations, safety features and operation of the vessel, the paper presents the results of an economic analysis of capital investment and annual operational cost over the twenty year life of the vessels compared with costs for a steel ship.  Over from: BSRA as No.  46,629.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58474</guid>
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      <title>INERT GAS: HOW AND WHY IT IS USED IN TANKERS TO PREVENT EXPLOSIONS</title>
      <link>https://trid.trb.org/View/60725</link>
      <description><![CDATA[The Author considers that part of the IMCO regulations dealing with inert gas.  A series of recommendations has been made in the U.S. with regard to tanker explosions and, when implemented, all tankers above 20,000 dwt entering U.S. ports must be equipped with inert-gas systems.  The systems will have to meet U.S. Coast Guard regulations and inspection, and the new regulations will establish a five-year time frame for retrofitting existing vessels.  The mechanics of what an inert-gas retrofit involves are explored and two ways of inerting a tanker are discussed, namely: The flue-gas system, where gas from the boiler uptake is scrubbed, cooled, and delivered to the tanks by relatively high-pressure blowers.  If insufficient flue gas is available it must be generated.  The artificial-load system.  The steam desuperheater auxiliary boilers can be loaded artifically.  In addition to being exceptionally economical, this system has the distinct advantage of eliminating the need to operate and maintain a flue-gas system for the auxiliary boilers or a relatively expensive low-capacity generator for topping-up.  In operation the auxiliary boiler is fired up and excess steam beyond that required for other purposes, such as heating coils, is passed through a spray chamber to the auxiliary condenser. Pressure and temperature of the steam is monitored and controlled automatically.]]></description>
      <pubDate>Thu, 16 Feb 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60725</guid>
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      <title>DEVELOPMENT OF STABILITY STANDARDS FOR OFFSHORE SUPPLY VESSELS</title>
      <link>https://trid.trb.org/View/57351</link>
      <description><![CDATA[The current state of development of various intact and damage stability standards is considered.  The history and background of the standards are discussed, along with related construction and operational considerations.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57351</guid>
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      <title>INTERNATIONAL STANDARDS FOR NUCLEAR MERCHANT SHIPS</title>
      <link>https://trid.trb.org/View/56967</link>
      <description><![CDATA[The paper reviews the work done by listing all available existing national and international standards and regulations for commercial nuclear ship construction and operation.  The work was based on a selection of 21 sources and titled "International Marine Nuclear Standards Cross Index."  Future developments, including work by "IMCO", are discussed.]]></description>
      <pubDate>Fri, 13 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56967</guid>
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      <title>IMCO'S ACTIVITIES WITH PARTICULAR REFERENCE TO THE IMPACT ON SHIP DESIGN</title>
      <link>https://trid.trb.org/View/56970</link>
      <description><![CDATA["IMCO" is well known in the Maritime world.  This paper gives a brief account of all "IMCO" engagements and reviews some of the requirements adopted by "IMCO" which may be considered significant is respect of the design and construction of certain types of ships.]]></description>
      <pubDate>Fri, 13 Jan 1978 00:00:00 GMT</pubDate>
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