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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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      <title>Bird-Long Island Management Study Phase 1B: Hydrodynamic Characterizations for Bird/Long Island</title>
      <link>https://trid.trb.org/View/1601062</link>
      <description><![CDATA[Bird-Long Island, located between two channels in the Savannah River, contains cultural resources that are threatened by erosion. This study characterizes the hydrodynamics in the vicinity of the island with field measurements including velocity profiles of the river, long-term current wave profiling measured with Aquadopp current profilers, and short-term water level time series. Numerical simulations are performed using the Coupled-Ocean-Atmosphere-Wave-Sediment Transport (COAWST) model system for the Savannah estuary. The Aquadopp deployments record waves and currents in the Main Channel, the larger and deeper shipping channel north of the island, and the South Channel, the shallower channel south of the island. All data show a significant and consistent response to large vessel traffic. Measured vessel wake reaches up to 2.01 m height in the Main Channel and 0.32 m height in the South Channel. Wake propagates into the South Channel from both ends of the island such that the southwestern shore of Bird-Long Island is impacted by similar waves twice for each vessel passage. An energy contribution analysis is performed to estimate the relative significance to potential shoreline impacts of tidal currents, wind waves, and mid-band frequencies. A water level threshold is applied to isolate energy contributions to periods of time when the eroding scarp is vulnerable to hydrodynamic processes. At the Main Channel site, the percentage energy contributions of tidal currents, wind waves, and mid-band frequencies are 6%, 26%, and 68%, respectively. At the South Channel site, the percentage energy contributions of tidal currents, wind waves, and mid-band frequencies are 38%, < 1%, and 61%, respectively. The mid-band energy is mainly produced by large vessel wake and the seiching it induces. Thus, large vessels are the main source of energy; however, tidal currents have a significant role in the South Channel, and wind waves have a role in the Main Channel.]]></description>
      <pubDate>Mon, 06 May 2019 23:03:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1601062</guid>
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      <title>Added Masses of Large Tankers Berthing to Dolphins</title>
      <link>https://trid.trb.org/View/1389770</link>
      <description><![CDATA[The added masses of large tankers berthing to dolphins are studied both theoretically and experimentally. The movements of large vessels in shallow water in the directions normal to their planes of symmetry cause counter-flows of appreciable velocities under the hulls. The inertia of these counter-flows is shown to have an important effect on the added masses of the vessels. A theoretical formula is derived to determine the mass factor of an ocean vessel in shallow water as a function of the ratio Draught/Water- depth, the Froude number of the vessel and the coefficient of head loss of the counter-flow under the hull. An experiment is made to determine the mass factor. The comparison between the theory and the experiment shows a good agreement.]]></description>
      <pubDate>Fri, 26 Feb 2016 09:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1389770</guid>
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      <title>DEVELOPMENT AND FIELD TESTING OF A NEURAL NETWORK SHIP PREDICTOR SYSTEM (SPS)</title>
      <link>https://trid.trb.org/View/730117</link>
      <description><![CDATA[Manoeuvring large ships in rivers and confined waterways is a challenging and potentially hazardous task. Because ships are slow to respond to changes in the surrounding environment and their own rudder movements, a change in the ship's course to avoid an accident may not occur in time. Statistics show that ship accidents involving striking and grounding outnumber all other types of ship accidents in Canada. Additionally, the delay in ships' response to rudder changes causes unnecessary rudder movements that reduce speed and decrease fuel efficiency. The main objective of the project was to develop and field test a ship predictor system (SPS) that would help improve the safety and operational efficiency of ships travelling in restricted waters by providing an accurate prediction of a ship's motion.]]></description>
      <pubDate>Thu, 23 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/730117</guid>
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      <title>EXPERIENCE WITH THE USAGE OF "LARGE SCALE ECDIS"</title>
      <link>https://trid.trb.org/View/656075</link>
      <description><![CDATA[This paper discusses the use of Electronic Chart Display and Information Systems (ECDIS) to aid in large ship navigation. An ECDIS consists of a computer with software for displaying the chart, global positioning system (GPS), and functions to record information about speed, position, and course.  Sometimes an ECDIS will include a compass, radar and echo sounder too.  The ECDIS is an important safety component.  With large ships, it is often impossible for the ship's pilot to view the essential parts of the ship necessary to navigate it through narrow channels. The ECDIS makes this safe navigation possible.  The paper gives examples of large ships using these navigation systems, and also describes other uses for the ECDIS.]]></description>
      <pubDate>Wed, 31 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/656075</guid>
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    <item>
      <title>REALLY A COMMERCIAL NECESSITY?</title>
      <link>https://trid.trb.org/View/456490</link>
      <description><![CDATA[For several years, the worldwide development of container ships has undergone a fast, dynamic upward trend.  The cause is the continuing growth in container traffic streams which have expanded by an average of 6.5% annually in the last ten years.  To determine whether jumbo containerships are really a commercial necessity, the transport chain must be regarded as a total entity.  This means all effects of large container ships on costs and other important impacts on liner service operations generally must be examined.  Only then, case by case, can it be decided whether the use of post-panamax ships is justified.  It is not enough to show economy of scale alone.]]></description>
      <pubDate>Wed, 27 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/456490</guid>
    </item>
    <item>
      <title>CRITICAL RANGE FOR COLLISION AVOIDANCE BY LARGE SHIP</title>
      <link>https://trid.trb.org/View/443663</link>
      <description><![CDATA[When calculating the critical range for collision avoidance it is necessary to set the values of ship size, speed and course change.  To estimate these values for large ships, 122 cases of ship collision accidents were investigated and the critical range for collision avoidance for a large ship was obtained.  This critical range could cover 92% of collision accidents.  The effect of the coursekeeping ability of a ship in the critical range was also investigated.  By comparing the simulated critical range where a ship's course was switched from starboard to port side, between a stable ship and an unstable ship, it was found that the difficulty of collision avoidance was increased by the instability of the ship's course keeping ability.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/443663</guid>
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      <title>FAST AND ECONOMIC FERRY TRANSPORT</title>
      <link>https://trid.trb.org/View/446128</link>
      <description><![CDATA[This paper illustrates some important aspects of the economics of fast and large ferries.  Main attention is on the consequences of high power and large size.  Results of some calculations are given which show that it is profitable to pay quite a lot for weight reduction. In addition, some comparisons with conventional ferries are given.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/446128</guid>
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    <item>
      <title>UNDERKEEL CLEARANCE FOR LARGE SHIPS IN MARITIME FAIRWAYS WITH HARD BOTTOM</title>
      <link>https://trid.trb.org/View/388206</link>
      <description><![CDATA[This report first identifies the known factors that influence underkeel clearance (UKC). It includes details for the determination of ship-related factors, but not of water-level and fairway-related factors.  The report then discusses procedures for the combination of these factors and methods currently available or under development for determining the UKC. This information can be used in the design of channels as part of engineering studies or for the determination by port operators of the clearance required by a given ship in a channel. The methods presented, called deterministic, probabilistic or probabilistic combined with experience factors, should be studied by the user to determine which method is most appropriate for his purposes.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/388206</guid>
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    <item>
      <title>NATIONAL PORT DREDGING ISSUES--A SUMMARY OF ASSESSMENT</title>
      <link>https://trid.trb.org/View/391180</link>
      <description><![CDATA[This paper explores the need for additional port capacity for larger ships; ways of accommodating large ships; funding for dredging operations; the decision making process for local and federal projects; problems related to the design and implementation of dredging projects; and major environmental problems associated with dredging.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391180</guid>
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    <item>
      <title>SOME PRACTICAL ASPECTS OF ANCHORING LARGE SHIPS</title>
      <link>https://trid.trb.org/View/391357</link>
      <description><![CDATA[This paper describes work carried out in the Department of Maritime Studies at UWIST to investigate anchoring practice. It was prompted, in the first instance, by concern for the apparently large number of anchor and cable failures being experienced by VLCCs. The approach adopted was entirely practical. Its aim was to shed some light on the operational factors which ought to be taken into account in the design of anchoring systems. A large number of anchoring system failures were investigated and anchoring operations were witnessed on several large vessels, following which several areas of weakness were identified. These include, in particular, the measurement of speed over the ground during anchoring, the design of windlass braking arrangements, and crew training.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391357</guid>
    </item>
    <item>
      <title>MATHEMATICAL MODELLING AND COMPUTER SIMULATION OF LARGE SHIPS DURING TIGHT MANOEUVRES</title>
      <link>https://trid.trb.org/View/391458</link>
      <description><![CDATA[This paper discusses the formulation and implementation of an algorithm that accurately describes the motion of a large ship during a tight maneuver--such as may be required during the pilotage phase of a voyage in the approaches to a port. The mathematical model responds to changes in demanded rudder angle and engine speed (deterministic inputs) and also to tidal current and wind (stochastic inputs). The accuracy of the mathematical model is validated by comparing its predictions with measurements taken from a free sailing physical model of a car ferry.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391458</guid>
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    <item>
      <title>TERMINAL DEVELOPMENT AS AFFECTED BY NEW GENERATION SHIPS</title>
      <link>https://trid.trb.org/View/391650</link>
      <description><![CDATA[This is a brief study, applicable to any developing terminal, of how an existing terminal, Howland Hook Terminal, NY, is adapting to accommodate the new generation of large containerships that stretch channel restrictions and carry twice and three times as many containers as their earlier versions. Both long and short-range improvements are discussed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391650</guid>
    </item>
    <item>
      <title>HYDRODYNAMIC DESIGN OF CONTAINER VESSELS</title>
      <link>https://trid.trb.org/View/391929</link>
      <description><![CDATA[Mitsubishi Heavy Industries Ltd. have delivered several classes of container ships in the past two decades. These ships are classified into four generations according to their principal dimensions, power, speed and economical aspects. Major problems in the design of the ships were encountered in relation to their large size, high- powered engines, and high service speed, taken together with a demand for increased economy.  Investigations were made into hydrodynamic aspects, namely propulsive performance, propeller design, maneuverability and seakeeping quality.  Results were consolidated into successful design of the high speed container ships with excellent performance.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391929</guid>
    </item>
    <item>
      <title>STOPPING AND ANCHORING LARGE SHIPS: A FEASIBILITY STUDY</title>
      <link>https://trid.trb.org/View/394203</link>
      <description><![CDATA[The design of the anchor cable handling equipment on board some large ships would be familiar to a Victorian engineer, using, as it often does, a steam engine and a band brake to control the anchor cable operations.  When dropping anchor, a large ship must be virtually stationary or there is a considerable risk of severe damage to the anchor, the cable or the windlass. A redesign of the windlass is proposed that will not only improve the security and convenience of normal anchoring operations but also enable a crippled ship to stop and moor in adverse weather conditions. Thus a ship on which the engine has broken down or the steering has failed is provided with an emergency brake that is effective speeds at which a crippled ship might drift in adverse weather conditions.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394203</guid>
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    <item>
      <title>A CAORF INVESTIGATION OF THE FEASIBILITY OF PILOTING LARGE SHIPS THROUGH THE CHICKASAW CREEK CHANNEL</title>
      <link>https://trid.trb.org/View/394591</link>
      <description><![CDATA[This study utilized the Computer Aided Operations Research Facility (CAORF) simulator to examine the feasibility of piloting a 65,000 DWT oil tanker through the Chickasaw Creek Channel. Two specific problem areas were: passage through a swing type railroad bridge providing limited clearance, and negotiation of a sharp turn at the northern end of the creek. The CAORF model of the channel included several modifications of existing facilities. Two local pilots made several passages though these problem areas under favorable environmental conditions. It was concluded from the results that bridge passage was feasible but the sharp turn area of the channel was problematic.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394591</guid>
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