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    <title>Transport Research International Documentation (TRID)</title>
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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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>COLD OIL SALVAGE PUMPS</title>
      <link>https://trid.trb.org/View/154054</link>
      <description><![CDATA[Hydraulically powered, submersible oil transfer pumps were tested at the Naval Coastal Systems Center.  The tests were performed under controlled temperature and discharge pressure conditions to simulate the cold weather and long discharge lines often encountered during emergency oil offloading in high latitudes.  Five different pumps were tested.  Of the five pumps, two were centrifugal, two were progressive cavity types, and one was a vertical turbine pump.  The two centrifugal pumps performed better than was expected while the vertical turbine pump was determined to be unsuitable at the lower test temperatures.  The progressive cavity pumps were determined to be unsuitable in their present configurations, but deserve further investigation because of their unique properties.  The test effort led to the development of an empirical method for estimating pump efficiency at extremely high viscosities, and most important, to the creation of a Navy Specification for the development and procurement of a petroleum, oils, and lubricants transfer system to be used for offloading stranded Tankers in emergency situations.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154054</guid>
    </item>
    <item>
      <title>IDENTIFICATION AND EVALUATION OF DEEPWATER PORT HOSE INSPECTION METHODS</title>
      <link>https://trid.trb.org/View/81583</link>
      <description><![CDATA[The work contained in this report consists of a review of deepwater port hose failures to date, and the causes leading to these failures, as well as an evaluation of current hose inspection techniques and procedures, and an examination of available non-destructive test procedures which are not currently used on deepwater port hoses but show potential in this application.  Inspection methods which appear to show potential for immediate application are x-ray inspection for hose component placement, durometer testing for liner hardness, and pressure-volume testing for overall structural characteristics.  Those methods judged to require more experimental investigation, both in the laboratory and the field, are ultrasonic inspection and acoustic emission inspection.  Included in the report are the results of laboratory tests with acoustic emission, ultrasonic, and durometer techniques and recommendations for further work utilizing these techniques.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81583</guid>
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      <title>STRESS IN TANKERS' CAST IRON MANIFOLD FLANGES</title>
      <link>https://trid.trb.org/View/46319</link>
      <description><![CDATA[In the past, when rubber dock hose was used for cargo transfer, tanker manifold piping and presentation flanges commonly were constructed of cast iron due to its relatively high corrosion resistance. With the advent of all-metal marine loading arms, the low strength cast iron manifolds occasionally failed from the higher loads imposed by the arm. The present trend is to supply new tankers with steel manifolds that have higher ultimate tensile strengths and are more ductile than cast iron. However, to insure safe operations at marine terminals, when a wide range of vessels is encountered, manifold stress analyses still must be executed based on the lower strength cast iron. To improve these analyses, Exxon Research and Engineering Company (ER&E) conducted laboratory studies of stresses in cast iron manifolds utilizing strain-gauged cast iron spools. Also the effect of different bolting procedures, gasket type, and gasket material on the critical stress were studied. The lab test bolting procedures examined in the tests were representative of actual field practices at marine terminals. The major study result is that stresses in cast iron manifolds may be much higher than previously believed. Measured stresses roughly ranged between 5000 to 15000 psi versus the allowable stress for cast iron of 3500 psi assumed (based on ASTMA126 gray pit cast iron with an ultimate strength of 21000 psi).]]></description>
      <pubDate>Sat, 04 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46319</guid>
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    <item>
      <title>PROTOTYPE HIGH-SEAS DISC-DRUM OIL RECOVERY SYSTEM</title>
      <link>https://trid.trb.org/View/31659</link>
      <description><![CDATA[The delivered oil recovery unit was designed to recover up to 1,000 gpm of a wide variety of oils in up to Sea State 4 conditions, to survive Sea State 6, and to return to operating at a spill scene without major repair.  The disc-drum oil recovery device is supported afloat by a catamaran made of inflatable rubber pontoons.  Machinery is installed in the twin hulls and in the cross-structure connecting them.  Principal machinery components are the diesel prime mover, the four recovered-oil transfer pumps, and the hydraulic power transmission system power pumps and drive motors.  The system is remotely controlled, refueled, and monitored through a 330-ft-long umbilical. Recovered oil is transferred through a 300-ft-long, 10-in.-diameter transfer hose to a distribution manifold onboard the tending vessel.  The two-unit system is transportable in a Coast Guard HC-130-B aircraft, on a truck trailer, and onboard a wide variety of ships.]]></description>
      <pubDate>Wed, 10 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31659</guid>
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    <item>
      <title>DEVELOPMENT OF A HIGH SEAS OIL RECOVERY SYSTEM. PHASE II. PROTOTYPE DESIGN, FABRICATION, AND TESTING. APPENDIX III. SYSTEMS TESTS. VOLUME I</title>
      <link>https://trid.trb.org/View/23534</link>
      <description><![CDATA[The Phase-II report covers design, construction, and test of a prototype 2000 gpm oil recovery system for the high seas. The prototype system consists of a weir/basin assembly, transfer and control system, and auxiliary equipment which includes a handling system, packaging system, and a flotsam fence. The transfer system has four hydraulic-motor-driven gear pumps, a 300-ft. hydraulic umbilical, and oil-water interface sensor array, and a remote-control system. The report describes subsystems tests, component assembly, air transport capability, and a complete oil-recovery test in a pool at Battelle Northwest, Richland, WA. Pool tests utilized light and heavy fuel oils in calm water and 2 foot waves, with tow speeds to 2.76 knots.]]></description>
      <pubDate>Tue, 22 Apr 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23534</guid>
    </item>
    <item>
      <title>SINGLE BUOY MOORINGS</title>
      <link>https://trid.trb.org/View/5274</link>
      <description><![CDATA[The paper makes the point that single buoy moorings are now a well tried and thoroughly proven way of providing suitable berthage for the loading and discharge of tankers. The operation of single buoy moorings worldwide is discussed with particular regard to problems relating to moorings and hose connection between the SBM and the tanker.  The risk of oil pollution with single buoy moorings is discussed because it is felt that this is a matter of vital importance in the light of general concern with the environment. It is suggested that important matters for future development relate to self-mooring and bow loading/discharge at single buoy moorings, and the paper reaches four conclusions which the Industry might well draw from experience to date with berths of this type.]]></description>
      <pubDate>Sun, 27 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5274</guid>
    </item>
    <item>
      <title>TRANSPORTATION AND STORAGE--DISTRIBUTION</title>
      <link>https://trid.trb.org/View/19696</link>
      <description><![CDATA[A discussion of available equipment for products from liquefied gases to crude oil covers storage tanks, ship and truck loading facilities, single-buoy moorings, and loading arms for port installation; tank-car and tank-truck loading facilities; ethylene storage tanks; in-line blending equipment; and methane carrier cargo tanks insulated with balsa.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19696</guid>
    </item>
    <item>
      <title>COAST GUARD TIGHTENS OIL TRANSFER RULES</title>
      <link>https://trid.trb.org/View/19690</link>
      <description><![CDATA[Under authority of the Federal Water Pollution Control Act, the U.S. Coast Guard has promulgated new rules controlling all aspects of oil transfers involving vessels of 100 gross tons or more with a capacity of 250 bbl or more.  Most of the stipulations do not become effective until 7/1/74.  Each vessel and shore facility must have a supervisor qualified under Coast Guard rules.  Each facility must prepare a highly detailed operations manual and submit a copy with a letter of intent by 7/1/73.  Oil transfer hose assemblies and couplings larger than 3 in. ID made after 6/30/73/ must meet specifications stated or have quick-connect couplings acceptable to the Coast Guard.  For night operations, fixed lighting of specified intensity must be provided at each transfer-connection point and each transfer-operations work area at the facility and of barges.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19690</guid>
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      <title>SINGLE POINT MOORING "HOSE STANDARDS"</title>
      <link>https://trid.trb.org/View/19722</link>
      <description><![CDATA[The Oil Companies International Marine Forum's "Hose Standards" describe the minimum acceptable technical requirements for suction and discharge hose commonly used at offshore tanker moorings for crude oil and liquid petroleum products other than LPG or LNG.  Part A concerns Technical Requirements for suction and discharge hose commonly used at offshore tanker moorings for crude oil and liquid petroleum products other than LPG or LNG.  Part A concerns Technical Requirements for Commercial Hoses, and Part B concerns Technical Requirements for Prototype Hose Approval.  A further section, entitled "Notes to Purchaser", identifies items that must be specified or agreed to with the manufacturer when cargo transfer hose is order for use at offshore tanker moorings.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19722</guid>
    </item>
    <item>
      <title>CONNECT-UNIT FOR BUOY AND PIPELINE END MANIFOLDS</title>
      <link>https://trid.trb.org/View/19705</link>
      <description><![CDATA[Single Buoy Moorings Inc. has introduced a unit, designated as "Flexpipe", which consists of two pipe units that are connected with each other by universal joints incorporating short lengths of flexible hose and are also connected by similar universal joints to the buoy and pipeline end manifolds.  All forces resulting from horizontal and vertical movements of the buoy and from currents are transferred through the steel pipe, leaving the small length of flexible hose subject to controlled bending.  Pipe diameter is not limited to 24 in., and if necessary two or more parallel Flexpipes may be used, with only one spreaderbar to prevent chafing of essential stiff components.  The bearings of the Hooke-type universal joints are made of self-lubricating nylon on stainless steel shafts.  Construction is simple and rugged for easy installation and maintenance.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19705</guid>
    </item>
    <item>
      <title>GIANT LOADING ARMS TO MATCH THE SUPERTANKERS</title>
      <link>https://trid.trb.org/View/19692</link>
      <description><![CDATA[Oweco Ltd. will supply 24 in. dia x 90 ft long loading arms capable of delivering 60,000 bbl/hr at a velocity of 31.8 ft/sec for installation at Kharg Island in the Persian at Kharg Island in the Persian Gulf and at Sea Island at Ras Tanura.  Design details of the giant loading arm, known as the Double Counterweighted Marine Arm, are discussed.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19692</guid>
    </item>
    <item>
      <title>TECHNICAL S.P.M. DEVELOPMENTS AND CRUDE-TRANSFER SYSTEM DESIGN</title>
      <link>https://trid.trb.org/View/19725</link>
      <description><![CDATA[A survey of present technology and future trends in single-point mooring buoys covers the second-generation design of an SPM by Woodfield Rochester Ltd.; changes contemplated for the third and fourth generation Woodfield buoys; the Tower Tanker Mooring (T.T.M.) developed by GEM-Hersent Offshore, and the more recent T.T.M.-B.L. for bow loading, fitted with an oscillating flow boom and loading pole to eliminate undersea hoses and floating hoses; the Exposed Location Single Buoy Mooring (E.L.S.B.M.) ordered fro the Shell/Esso Auk field in the North Sea from the I.H.C.-Holland Group in Rotterdam; and the SPAR unit, with a storage capacity of 300,000 bbl, to be installed by Shell in the Brent field.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19725</guid>
    </item>
    <item>
      <title>BIG STORAGE BARGE EN ROUTE TO JAVA SEA OFF SUMATRA</title>
      <link>https://trid.trb.org/View/19689</link>
      <description><![CDATA[The new 1 million bbl crude-storage barge "Cinta Natomas", built by Mitsubishi Heavy Industries Ltd., is being towed to the Java Sea, off southeastern Sumatra, Indones., where it will be under long-term charter to the Natomas Co. subsidiary Independent Indonesian American Petroleum Co. (Iiapco).  The barge will be permanently anchored near a single-point buoy at the Iiapco group's Cinta oilfield.  The single-point buoy mooring has two 12 in. dia hoses for incoming crude and two 20 in. dia hoses for discharging crude to export tankers via a second single-point mooring, which has been in service for over a year.  Maximum tanker-loading rate will be about 40,000 bbl/hr.  The 140,000 dwt barge has 602 ft length, 133 ft width, 82 ft depth, and 74 ft full-load draft.  A modern gas-turbine total-energy package provides electric power for ship's services and for cargo pumping and heat for the cargo tanks to keep the high pour-point crude fluid.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19689</guid>
    </item>
    <item>
      <title>WORLD'S LARGEST DAVIT</title>
      <link>https://trid.trb.org/View/19698</link>
      <description><![CDATA[Shell Tankers (U.K.) Ltd. had a specially designed davit installed on the 115,600 dwt tanker "Naticina" for use in attempts at speedier transfer at sea of oil from supertankers into smaller tankers to enable the larger vessels to proceed into European ports of insufficient draft.  the 45 ft high, 43 ton davit was built by Schat Davits Ltd. of London, transported to Hamburg by Mann International Transport's Trailer Division, and erected on the "Natician" at the Blohm & Voss Shipyard.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19698</guid>
    </item>
    <item>
      <title>NORTH SEA DUE NEW-DESIGN LOADING BUOYS</title>
      <link>https://trid.trb.org/View/19717</link>
      <description><![CDATA[Shell Internationale Petroleum Mij. B.V. has ordered two loading buoys from I.H.C.-Holland for installation by Shell U.K. Exploration & Production Ltd. in the U.K. sector of the North Sea in the summer of 1973.  The semisubmersible, column-stabilized structures, which will afford minimum response to roll and heave, are expected to reduce the risk of damage to submarine lines between the buoy and the pipeline manifold.  The units, designated as exposed-location single-buoy moorings, will transfer crude oil to tankers through a string of hose normally coiled on a reel located on the superstructure, which rotates horizontally; bow-moored tankers can rotate through a full 360 deg.  The oil hose is partly unreeled during loading and suspends freely from the reel to the tanker.  A counterweight moving in the central shaft of the substructure keeps the hose in equilibrium.]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19717</guid>
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