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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>
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      <title>CONSTRUCTION OF NEW DIESEL DRIVEN CONTAINERSHIPS UTILISING STRUCTURALLY RENOVATED MIDBODY. (SEA-LAND LEADER ETC.)</title>
      <link>https://trid.trb.org/View/147412</link>
      <description><![CDATA[Mitsubishi's Kobe Shipyard has constructed, for Sea-Land Service Inc., four Diesel-propelled container-ships by renovating the mid-bodies taken from four existing container-ships and adding a new bow-section and a new stern-section to each.  The "new" ships replace Sea-Land's four Elizabethport-class turbine-driven vessels, and utilise the mid-bodies taken from these ships, which were themselves converted, in 1962, from T-3 tankers.  The project was undertaken to provide greater container-carrying capacity and to improve fuel economy, and was carried out with the co-operation of the owners, the U.S. Coast Guard, and the A.B.S.  The paper, which describes the new ships and includes general-arrangement drawings of one of them (Sea-Land Leader), consists mainly of a description of the methods used by the shipyard in this work, which was carried out between April 1977, when design work started, and July 1978, when the fourth ship was delivered.  The paper describes the procedures used, and the sequence in which they were carried out, in some detail, and includes launching curves and a table of launching data for the "short ships".  Principal particulars of the new ships are:-- Length, o.a. 201.786 M, Deadweight 15,174 lng tons, Container capacity 574 x 35-ft (including 238, 56 of which can be refrigerated, on deck), plus 21 x 40-ft (including 12 on deck), Speed, maximum, trials 20.87 knots, service speed 18 knots, Endurance About 14,800 n. miles (at 18 knots). Order from BSRA as No. 51,948.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
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      <title>AVONDALE JUMBOIZES CONTAINERSHIPS-DOUBLES REFRIGERATED SPACE</title>
      <link>https://trid.trb.org/View/72148</link>
      <description><![CDATA[When demands for additional refrigerated container space for such cargoes as meat and dairy products exceeded the capacities of its vessels, plans were made to convert vessels from class C6 containerships to C8.  The conversion, known as jumboization entails the insertion of an additional 144-ft midbody section in the center of each hull to increase the overall length of the vessels from 669 ft to 813.3 ft, nearly doubling their overall container carrying capacity from 974 to 1708 and increasing their refrigerated container capacity about 2-1/2 times, from 342 to 828 20-ft equivalent units (TEUs).  Cost of each jumbiozation is approximately $14 million.]]></description>
      <pubDate>Wed, 29 Mar 1978 00:00:00 GMT</pubDate>
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      <title>FARRELL LINES "85" CLASS CONTAINER SHIPS</title>
      <link>https://trid.trb.org/View/55471</link>
      <description><![CDATA[This paper presents the principal features of the Farrell Lines Incorporated "85" class containerships designated C6-S-85a, C8-S-85c and C8-S-85d by the United States Maritime Administration.  All the designs, including those for American President Lines, utilized the same propulsion power plant and the same basic hull form and structure, except for the additional parallel midbody in the C8 class ships.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
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      <title>THE CONSTRUCTION AND SERVICE RECORD OF A 306 FT. ALUMINUM TRAILERSHIP</title>
      <link>https://trid.trb.org/View/7149</link>
      <description><![CDATA[Construction contracts for a 226-ft aluminum trailership were signed in 1965.  After two years of service, it was lengthened by 80 ft and returned to the Florida and Puerto Rico trade.  Several months after jumboizing, some problems were encountered.  The majority could be described as nuisance cracks; however, several areas deserved analysis in order not to compromise the integrity of the hull.  The ship was thoroughly inspected.  Hard spots, inadequate bracketing, and fabrication details which prevented sound joints were judged to be responsible.  This condition was thought to be aggravated by the lengthening and heavy slamming due to the shape of the forebody.  Model tests disproved the slamming theory.  It was decided, therefore, not to alter the lines of the ship.  A modification plan was adopted to correct internal structural inadequacies. The ship's construction and lengthening are described.  The results of numerous inspections and the methods used in effecting the structural changes are reviewed.]]></description>
      <pubDate>Sat, 10 Nov 1973 00:00:00 GMT</pubDate>
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