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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>
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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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    <item>
      <title>Vessel destination prediction: A stacking approach</title>
      <link>https://trid.trb.org/View/2063816</link>
      <description><![CDATA[This paper proposes a stacking model for ship destination prediction that incorporates both a static model of historical information, based on a Bayesian neural network (BNN) and a dynamic model of current trajectory information. The authors propose a modified DBSCAN clustering method for trajectory clustering and core trajectory identification. By identifying core (representative) trajectories, the authors do not need to follow previous studies that compare a current trajectory with each historical trajectory, which significantly reduces the computation time and increases the accuracy of the authors' similarity calculation. In order to obtain the optimal weights for the static and dynamic models, the authors develop a multi-response constrained linear regression model. This method has high interpretability, as the weights directly indicate the different roles of static and dynamic models at different stages after departure. The authors' results show that the stacking model is highly accurate after three days from departure, indicating the indispensable role of both information types.]]></description>
      <pubDate>Tue, 13 Dec 2022 10:04:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2063816</guid>
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    <item>
      <title>COMBINED SHIPS: AN EMPIRICAL INVESTIGATION ABOUT VERSATILITY</title>
      <link>https://trid.trb.org/View/505984</link>
      <description><![CDATA[Combined ships have been built in order to minimize ballast voyages and to take advantage of the highest freight rates on either the oil or dry cargo market.  Their versatility should have been very attractive for shipowners. However, the combined fleet shrunk to a great extent.  This paper provides an analysis of the employment of combined ships, how this has been influenced since the 1970s, and how these ships may have influenced oil and dry market balances. The research identifies the decisive role that grain trade seems to be able to play about shifting markets and that combined ships were the largest bulk carriers in the 1970s.  It stresses that freight rates are not always the only salient point for a shipowner's decision and considers the importance of combination ships' contribution to shipping markets.]]></description>
      <pubDate>Sun, 22 Aug 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/505984</guid>
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    <item>
      <title>NEW-GENERATION JEBSEN OBO SERIES FROM HYDUNDAI</title>
      <link>https://trid.trb.org/View/479893</link>
      <description><![CDATA[A new generation of OBO ships is currently entering service with the Norwegian operator Kristian Gerhad Jebsen, which last month took delivery from Hyundai's Ulsan yard of SKS TYNE, the lead vessel in a series of six 110,000dwt designs.  Although based on a double hull Aframax tanker concept, they have only some 35% of high-tensile steel which should offer a much improved corrosion margin and resistance against fatigue cracks.  Principal particulars of the OBO carriers are: propulsion                               Hyundai-MAN B&W 5S70MC length, overall                                         243.80m length, between perpendiculars                          234.00m breadth, moulded                                         42.00m depth, moulded                                           23.20m draught, design                                          14.80m tonnage, deadweight                                    101,800t speed, service                                         15 knots cargo capacity, grain                                 122,000m3]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479893</guid>
    </item>
    <item>
      <title>STRATEGIC PLANNING MODEL FOR MARINE OIL TRANSPORTATION IN THE GULF OF MEXICO</title>
      <link>https://trid.trb.org/View/465129</link>
      <description><![CDATA[The development of a comprehensive model of the marine oil transportation in the Gulf of Mexico is presented; it solves for oil flow disbribution in a competitive multimodal and multiproduct network on the basis of systemwide optimization. It is a high-level strategic decision-making tool that will be used to interface with a risk analysis model, which is under development, to identify weak links in the system and evaluate alternative routing and shipping scenarios.  It may also be used to provide suggestions for the designation of lightering zones, which will enable the United States to draw from the general world supply of tanker capacity and reduce oil transportation costs and risks.]]></description>
      <pubDate>Thu, 03 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465129</guid>
    </item>
    <item>
      <title>THE NEED FOR HIGH QUALITY HATCH COVER SEALING SYSTEM IN MULTIPURPOSE OBO SHIPS CARRYING AGGRESSIVE CARGO</title>
      <link>https://trid.trb.org/View/431204</link>
      <description><![CDATA[The presently used seals on hatch covers are not sufficiently resistant to highly aromatic media carried in the tanks.  Macor Marine Systems International GmbH in Bremen have developed a new special sealing system for this purpose.  This will be used for the first time on three bulk carriers which are being converted by Bremer Vulkan into multipurpose OBO ships.  The outer seal of the tank hatch consists of a rectangular rubber extrusion overlaid with Perbunan and the inner seal of fluoro-rubber which is resistant to oils, fats, benzol, and chlorinated hydrocarbons up to 230 deg.C.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/431204</guid>
    </item>
    <item>
      <title>MV DERBYSHIRE, REPORT OF COURT NO. 8075, FORMAL INVESTIGATION</title>
      <link>https://trid.trb.org/View/435230</link>
      <description><![CDATA[The ore/bulk/oil motor vessel DERBYSHIRE sank in the Pacific Ocean with the loss of 44 lives September 1980. the report concludes that the DERBYSHIRE was overwhelmed by a typhoon. The evidence of fatigue cracking in the DERBYSHIRE's sister ships was considered but was not thought to be a contributory cause of the loss. The report is obtainable from HMSO Publications Centre, P.O.Box 276, London SW8 5DT, UK.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/435230</guid>
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    <item>
      <title>BCT70: HERALDING A NEW STANDARD FAMILY OF BURMEISTER &amp; WAIN BULK CARRIERS</title>
      <link>https://trid.trb.org/View/438803</link>
      <description><![CDATA[The BCT70 nine hold bulk carrier SOLIDARNOSC is a standard Panamax design from Burmeister & Wein. In its initial form, the hull is a  straight bulk carrier but can be converted into an OBO carrier, not only at the critical design stage, but at a later time, or even after delivery. By building-in steel scantlings for liquid cargoes in all hulls, the yard claims that  owners can opt for a liquids version at a significantly lower price than would otherwise be possible. A longer BCT85 type has been developed, mainly to overcome the United States requirements for double hulls. Principal particulars of both designs are given. See also the following abstract.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438803</guid>
    </item>
    <item>
      <title>SOLIDARNOSC - POLAND TAKES DELIVERY OF LATEST B&amp;W CARRIER DESIGN</title>
      <link>https://trid.trb.org/View/438804</link>
      <description><![CDATA[General arrangement drawings are given. See also previous abstract.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438804</guid>
    </item>
    <item>
      <title>COMBINED WAVE INDUCED STRESSES IN AN OBO CARRIER - APPLICATION OF A RATIONALLY BASED DIRECT CALCULATION METHOD, PART 2</title>
      <link>https://trid.trb.org/View/438971</link>
      <description><![CDATA[This report presents calculations of wave induced stresses in side frames and bottom girders of an OBO carrier. Calculations have been performed with a direct, rationally based method incorporating all major low-frequency wave load components. Structural response was calculated using ordinary hull beam idealisation for global loads and FE-analysis for local hydrodynamic pressure loads and for inertia loads from ship cargo. Results from structural analysis were coupled to strip calculations with influence coefficients. Non-linear stress response close to the still water line was evaluated using a time step procedure. Stress responses are presented for regular waves, short-term irregular seas and long-term wave statistics for the North Atlantic Sea. Results from fatigue analysis of different weld joints are presented. A semi-continuous Weibull distribution for long-term stresses is proposed that is suitable for determination of extreme stresses as well as for fatigue analysis. The influence of speed reduction and non-linear pressure loads on the long-term stress distribution is discussed. The additional information that can be achieved by the present direct method in comparison with ordinary methods based on static design loads is emphasised. See also abstract no. 88020280 and the following abstract.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438971</guid>
    </item>
    <item>
      <title>PREDICTION OF COMBINED LONG-TERM WAVE INDUCED STRESSES AND CORRESPONDING FATIGUE DAMAGE IN A SHIP'S BOTTOM GIRDER - APPLICATION OF A RATIONALLY BASED DIRECT CALCULATION METHOD, PART 3</title>
      <link>https://trid.trb.org/View/438972</link>
      <description><![CDATA[This is the third and final report in a series presenting results from direct calculations of combined wave induced stresses in ship structural members. Long-term stress distributions in a bottom side girder of an OBO carrier have been calculated for different load conditions with the ship at service speed in the North Atlantic Sea. Fatigue analysis has been performed for different hot-spots and weld joints with the local geometrical stress concentrations and the correlation between normal stresses and shear stresses taken into consideration.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438972</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>SOLIDARNOSC - FIRST OF THE BCT70 DESIGN FROM B&amp;W SHIPYARD</title>
      <link>https://trid.trb.org/View/439016</link>
      <description><![CDATA[SOLIDARNOSE and ARMIA KRAJOWA are the first of a new ship type, the BCT70 built by Burmeister & Wain, Denmark.  See also abstract number 91092011 and 91092012.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/439016</guid>
    </item>
    <item>
      <title>KOREAN YARDS SHARE OBO SERIES ORDER</title>
      <link>https://trid.trb.org/View/439030</link>
      <description><![CDATA[Two major South Korean shipbuilders, Hyundai Heavy Industries and Daewoo, have combines to produce a series of eight OBOs for the Swedish based owner Frontline AB.  The standard design incorporates a double-skinned hull and the vessel can be converted from dry cargoes to oil trades or vice versa.  One advantage of the design is that by combining different kinds of cargoes, the ballast ratio can be reduced compared with conventional tankers or bulk carriers.  FRONT DRIVER is the first of the eight ships to be delivered.  Principal particulars are: Length, oa                   285.00m Length, bp                    27.00m Beam                          45.00m Depth, mld                    25.90m Draught, design               17.00m Draught, scantling            18.50m Deadweight, design    150 000 tonnes Deadweight, scantling 167 000 tonnes Service speed             4.17 knots Endurance          24 000 naut miles Propulsion    Hyundai-MAN B&W 6S70MC Out put (MCR) 54 400 kW (20 940 bhp) at 88 rev/min Out put (NCR) 13 864 kW (18 850 bhp) at 85 rev/min]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/439030</guid>
    </item>
    <item>
      <title>FIRST BURMEISTER &amp; WAIN STANDARD OBO CARRIER IN OPERATION</title>
      <link>https://trid.trb.org/View/441710</link>
      <description><![CDATA[FUTURA, the first of two OBO carriers for Naess, Jahre and Partners is now in service and the second VITESSA, is nearing completion at the Copenhagen shipyard of Burmeister & Wain.  An attractive feature for OBO trading is the double-skin hull, which results in a smooth interior for easy tank cleaning and which should avoid much of the frame damage associated with conventional bulk carrier construction.  General arrangement drawings are given.  Principal particulars are: propulsion                      Mitsui - MAN B&W 5S60MC length overall                                 228.60 m length between perpendiculars                  224.60 m breadth moulded                                 32.24 m depth                                           19.00 m draught, design                                 12.50 m tonnage, deadweight                              74,000 speed service                                13.8 knots]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/441710</guid>
    </item>
    <item>
      <title>FUTURA, FIRST OF TWO DOUBLE HULL TANKERS FOR NESTE OY</title>
      <link>https://trid.trb.org/View/442399</link>
      <description><![CDATA[Principal particulars are given.  See also abstract no. 92102255.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/442399</guid>
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