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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>A SNAPBACK EVALUATION TECHNIQUE FOR SYNTHETIC LINES</title>
      <link>https://trid.trb.org/View/177595</link>
      <description><![CDATA[A technique is proposed for quantifying the amount of energy released when synthetic lines fail and recoil, called snapback. Ten synthetic line material/construction combinations are investigated by bending the line around a 1' diameter pin fixture and loading until failure occurs at the pin. High-speed photography is used to calculate the velocity of the line at failure and the attending kinetic energy. Three parameters are proposed to quantify snapback; (a) the Storage Energy Potential is a measure of how much energy a line stores as load is applied to it, (b) Snapback Energy Potential is a measure of the kinetic energy that the line possesses after failure occurs and the line recoils, and (c) the Energy Release Ratio indicates the proportion of stored energy that becomes kinetic energy after the line parts. In addition to discussing the evaluation technique, the various lines tested are compared to determine if some materials or constructions have a lower potential to snapback. The failure mechanism (i.e., the sequence of yarn failures that culminate in complete failure) of each line construction is observed using high-speed photography to determine if lines with a cascading failure mechanism (i.e., failure over a relatively long period of time) have lower snapback potential. The path that a line follows during snapback is also observed. Lines snap back directly toward the fixed end if the failure occurs in clear line. If a line retracts around the curved surface as a bollard, significant lateral velocity is imparted to the line and it sweeps a wide area. (Author)]]></description>
      <pubDate>Sun, 30 Nov 2003 00:00:00 GMT</pubDate>
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      <title>MOORING DYNAMICS: COMPUTER MODELS AND EXPERIMENTS AT A SIXTY FOOT SCALE</title>
      <link>https://trid.trb.org/View/162149</link>
      <description><![CDATA[The U.S. Navy Civil Engineering Laboratory is conducting a series of dynamic cable experiments in order to evaluate computer models of cable systems used in the ocean. The results of an experiment using 60 foot cables are compared to two computer simulations in this report. Other experiments at scales of six feet and 2,500 feet have been performed. Three cases from the experiment conducted in the hydroballistics tank of the Naval Surface Weapons Center in 1976 are compared to the SNAPLOAD and SEADYN computer models. Two of the runs simulate the anchor-last deployment of a mooring; the third shows the relaxation of a mooring displaced laterally, then released. The quality of the experimental data is evaluated by comparing each case to the static, elastic catenary equations at the start and finish of each run. The measured positions of points along the static catenaries are found typically to agree with the catenary calculations within 1 to 2 percent of the cable length. Tension measured at the fixed end typically agrees with the calculated value within about 12 percent.]]></description>
      <pubDate>Thu, 19 Nov 1981 00:00:00 GMT</pubDate>
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      <title>ST. MARYS RIVER ICE BOOMS - DESIGN FORCE ESTIMATE AND FIELD MEASUREMENTS</title>
      <link>https://trid.trb.org/View/49109</link>
      <description><![CDATA[A set of two ice booms with a 250-ft (76-m)-wide navigation opening between them was designed to stabilize the ice cover in the harbor at Sault Ste. Marie, Michigan and Ontario, and to reduce the ice losses associated with winter navigation of ships on the St. Marys River. The forces from natural effects on the ice cover were predicted using existing theory and physical data for the area. The forces in the boom structure resulting from ice cover and boom interaction were estimated. When the ice booms were installed, force measurement systems were put into selected anchor cables. These systems were operated all winter in conjunction with a modest program of supplemental data gathering. The force data exhibited periods when the force distribution was in good agreement with predictions and periods when the effect of the ice on the booms differed substantially from predictions. Sometimes passing ships had a substantial effect on the ice cover and the boom loads, and at other times, the effect was negligible. The direction of travel made little difference on average peak loads. The maximum loads on the booms resulted from natural occurrences.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
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      <title>FLOATING BREAKWATER FIELD ASSESSMENT PROGRAM, FRIDAY HARBOR, WASHINGTON</title>
      <link>https://trid.trb.org/View/63577</link>
      <description><![CDATA[A theoretical model for predicting the dynamic behavior of a floating breakwater is presented along with a report on a field experiment designed to provide basic data for verifying the model. Additional data were taken from the literature and from auxiliary laboratory experiments. The dynamic behavior characteristics investigated were: (1) Total transmitted and reflected waves and their components; (2) wave forces on the breakwater; (3) motions of the breakwater; and (4) forces on the mooring lines. The prediction model was developed from two-dimensional, linearized solutions of the hydrodynamical equations formulated in terms of a boundary value problem for the velocity potential. Some nonlinear effects are considered. Results for the predicted transmission coefficients were in good agreement with laboratory and field data, and they showed how the influence of fixed-body transmission, and of sway, heave, and roll motions on the transmission coefficient changed with increasing values of the parameter, beam (width) to wavelength ratio. The shape of the curves predicting the mooring line forces as a function of the beam (width) to wavelength ratio (or of wave frequency) followed those for the measured responses, but predicted magnitudes did not agree closely with measured values. The floating breakwater at Friday Harbor, was instrumented. Statistical summaries of all data are presented with analyses of selected transmitted waves, transmission coefficients, and acceleration components.]]></description>
      <pubDate>Wed, 16 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63577</guid>
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