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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>TERRORIST NUCLEAR ATTACKS ON SEAPORTS: THREAT AND RESPONSE</title>
      <link>https://trid.trb.org/View/748112</link>
      <description><![CDATA[A terrorist nuclear attack on a U.S. seaport could cause local devastation and affect the global economy. Terrorists might obtain a bomb in several ways, though each poses difficulties. Ability to detect a bomb appears limited. The United States is using technology, intelligence, international cooperation, etc., to try to thwart an attack. Issues for Congress include safeguarding foreign nuclear material, mitigating economic effects of an attack, and allocating funds between ports and other potential targets.]]></description>
      <pubDate>Thu, 24 Feb 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/748112</guid>
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      <title>NUCLEAR MERCHANT SHIP PROPULSION</title>
      <link>https://trid.trb.org/View/57580</link>
      <description><![CDATA[The operation of about 300 nuclear naval vessels has proven the feasibility of nuclear ship propulsion. Until now six non-military ships have been built or are under construction. In the Soviet Union two nuclear icebreakers are in operation, and a third one is under construction. In the western world three prototype merchant ships have been built. Of these ships only the NS OTTO HAHN is in operation and provides valuable experience for future large scale use of nuclear merchant ship propulsion. In many countries studies and plans are made for future nuclear merchant ships. Types of vessels investigated are large containerships, tankers and specialized ships like icebreakers or ice-breaking ships. The future of nuclear merchant ship propulsion depends on three interrelated items: (1) nuclear ship technology; (2) economy of nuclear ship propulsion; (3) legal questions. Nuclear merchant ship technology is based until now on standard ship technology and light water reactor technology. Except for special questions due to the nonstationary type of the plant entirely new problems do not arise. This has been proven by the recent conceptual licensing procedure for a large nuclear container ship in Germany. The economics of nuclear propulsion will be under discussion until they are proven by the operation of privately owned lead ships. Unsolved legal questions e.g. in connection with port entry permissions are at present another problem for nuclear shipping. Efforts are made to solve these questions on an international basis. The future development of nuclear energy electricity production in large land based plants will stimulate the employment of smaller units. Any future development of long distance sea transport will have to take this opportunity of a reliable and economic energy supply into account. (Atomindex citation 08:303670)]]></description>
      <pubDate>Wed, 27 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57580</guid>
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    <item>
      <title>NS SAVANNAH FUEL DESIGN AND DEVELOPMENT PROGRAM. SUMMARY REPORT. INVESTIGATION OF THE STRUCTURAL INTEGRITY OF STAINLESS STEEL FUEL ROD CLADDING</title>
      <link>https://trid.trb.org/View/3154</link>
      <description><![CDATA[Results of the investigation of the structural integrity of stainless steel fuel rod cladding to be applied to the fuel design for the N.S. Savannah nuclear reactor are presented. Analytical and experimental work were conducted on annealed and cold worked steel of type 304, ASTM A269. The results show a high correlation between the analytical and the experimental work. These results were applied to the final selection of tubing for the production of fuel cladding.]]></description>
      <pubDate>Fri, 17 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3154</guid>
    </item>
    <item>
      <title>DRILLED-IN EXPANSION BOLTS UNDER STATIC AND ALTERNATING LOAD. FFTF REPORT</title>
      <link>https://trid.trb.org/View/48965</link>
      <description><![CDATA[The objective of this investigation was to establish the allowable design loads (tension, shear, and combined load) for expansion bolts to be installed in regular 4000 psi mix concrete, Magnetite 5000 psi mix concrete, and Steel Shot 5000 psi mix concrete at the Fast Flux Test Facility. The test loads included static loads and alternating loads which simulate the dynamic loads of vibratory equipment and dynamic earthquake loads. (ERA citation 02:009960)]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48965</guid>
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    <item>
      <title>SHIELD FABRICATION FOR THE NMSR</title>
      <link>https://trid.trb.org/View/2243</link>
      <description><![CDATA[The purpose of this report is to provide a general description of the materials to be used in the NMSR primary and secondary shields, generally approved methods of shield construction employing these materials, and eration tests and requirements for shield integrity.  A qualification regarding materials and construction for the secondary shield should be borne in mind by the reader.  Although the Babcock and Wilcox Company is responsible for furnishing the spectra and other basic radiation information necessary to size the secondary shield, the responsibility for construction of this shield has been assigned to the New York Shipbuilding Corp.  Consequently, the secondary shield herein described will be that recommended by Walter Kidde Nuclear Laboratory in a preliminary study, and only general construction methods and criteria will be described.  The major shield design criteria for the NMSR are weight minimization and distribution for ship stability, and space considerations.  Design considerations indicate the weight distribution would be optimized between primary and secondary shields somewhere near the point where reactor gamma radiation contributes 10% to the total dose rate outside the containment shield, and reactor neutrons contribute a maximum of another 10% of the total at this point.  The design has not been fully optimized.  Shielding materials chosen by the architect-engineer and concurred in by The Babcock and Wilcox Company was ordinary and barytes concrete (around the lower portions of the containment vessel), lead (on the neutron shield tank), and lead and polyethylene (about the upper portions of the containment). Although other materials have been investigated, there has been no reason to suggest changes in the shield materials or their order and location.]]></description>
      <pubDate>Sat, 02 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2243</guid>
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    <item>
      <title>NUCLEAR MERCHANT SHIP REACTOR SHIELD DESIGN. SUMMARY REPORT</title>
      <link>https://trid.trb.org/View/2854</link>
      <description><![CDATA[Most of the Nuclear Merchant Ship Reactor (NMSR) shield design work performed by The Babcock & Wilcox Company (B&W) is summarized.  Primary and secondary shield results are presented, consistent with contractual requirements and designated design criteria. Methods of calculation and basic parameters are shown.]]></description>
      <pubDate>Sat, 02 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2854</guid>
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      <title>SHIELDING OF A 27,300 SHP BOILING WATER REACTOR MARINE PROPULSION SYSTEM</title>
      <link>https://trid.trb.org/View/2872</link>
      <description><![CDATA[This report summarizes the radiation and shielding analysis for a 30,000 SHP natural circulation boiling water reactor proposed for installation in a 60,000 DWT, 18 knot tanker of the T-7 class.  Details are provided on primary shielding of reactor, equipment shielding and process and waste system shielding.  Tabulation of dose rates are also provided.]]></description>
      <pubDate>Thu, 14 Feb 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2872</guid>
    </item>
    <item>
      <title>SHIELD DESIGN PROCEDURES</title>
      <link>https://trid.trb.org/View/3031</link>
      <description><![CDATA[Procedures are presented for estimating secondary shielding design which are thought to be simple enough to be used by relatively inexperienced personnel.  Introductory terminology and concepts are presented in the first section. Section 2 and 3 describe methods of obtaining the characteristics of the basic secondary shield and the added allowances for penetrations and local shielding.  An empirical method of estimating weight and space requirements for primary shielding is presented next.  Alternative methods and materials for the fabrication and installation of shields are discussed in Section 5.  Sections 6 and 7 are concerned with methods for the development of the secondary shield in addition to discussing a point source computer code for determining direct radiation dose rates and dose rates from gamma scattering.]]></description>
      <pubDate>Thu, 14 Feb 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3031</guid>
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    <item>
      <title>NS SAVANNAH MECHANISM DESIGN ACCEPTANCE TEST ANALYSIS</title>
      <link>https://trid.trb.org/View/2998</link>
      <description><![CDATA[Performance characteristics of the N.S. Savannah control rod drive mechanism are evaluated.  The results of tests performed in determining these characteristics are described, including graphs, data sheets, and photographs. Appendices contain detailed specifications for: (1)  a test program to establish the ability of the control rod drive system to operate properly in all respects during its duty cycle, and to determine the system operating limits, and other engineering necessary for evaluation of this system; (2)  a test to measure the temperature at designated positions, under different conditions; and (3)  a test program to establish the ability of the control rod drive system to meet specified requirements.]]></description>
      <pubDate>Sat, 26 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2998</guid>
    </item>
    <item>
      <title>NUCLEAR MERCHANT SHIP REACTOR PROJECT EXTENDED ZERO POWER TESTS, NS SAVANNAH CORE 1. FINAL REPORT. VOLUME 1</title>
      <link>https://trid.trb.org/View/3814</link>
      <description><![CDATA[Experiments were performed on the N.S. Savannah Service Core 1 to supply information on future shipboard operation of the Nuclear Merchant Ship Reactor. Testing of instrumentation equipment shipped to The Babcock and Wilcox Company from New York Shipbuilding Corporation was satisfactory. Correction factors for shipboard use were determined. Fast neutron flux, neutron flux distribution, and stuck control rod studies were carried out successfully, as was a three-dimensional calculation (TKO) to match two critical rod patterns.]]></description>
      <pubDate>Mon, 09 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3814</guid>
    </item>
    <item>
      <title>CONTROL ROD DRIVE SYSTEM MAINTENANCE AND INSPECTION REPORT</title>
      <link>https://trid.trb.org/View/3383</link>
      <description><![CDATA[Electromechanical, hydraulic control rod drive system on the N.S. Savannah moves 21 control rods in the pressurized water reactor. The electrical system includes rod drive motors, position indicators, and relays for actuating equipment and controls. The electric motors control the in-out travel of the control rods during normal operation. Most of the equipment is outside the containment and accessible for maintenance. The high-pressure hydraulic system includes oil storage reservoirs, oil coolers, pumps, valves, and accumulators for maintaining hydraulic oil pressure. This system provides the driving force for control rod scram and a balancing force to decrease the rod drive motor power required to move rods into the core. Hydraulic system maintenance requires an extended outage. This report presents the control rod drive system maintenance, inspection, and tests performed during the 3-week annual outage in 1966.]]></description>
      <pubDate>Fri, 15 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3383</guid>
    </item>
    <item>
      <title>ZERO POWER TESTS ON NS SAVANNAH CORE 2</title>
      <link>https://trid.trb.org/View/3339</link>
      <description><![CDATA[Given below are the results of a series of zero power tests performed on the NS SAVANNAH Core 2. 1. Core 2 elements have a maximum nonuniformity equivalent to plus or minus 50 gm U-235 per element. 2.  The core has a shutdown margin of $3.5 plus or minus 0.2. 3.  The instrument response during a core loading is similar to that for Core 1. 4.  Rod pattern evaluation showed worths similar to those for Core 1. 5.  The rod bank worth shape peaks sharply in the lower half of the core and is nearly constant in the upper half. 6.  The temperature effect on reactivity between 16.9 C and 51.8 C is uniformly -0.78 percent/C. 7.  Flux distribution is similar to that for Core 1 but with somewhat lower peaking factors. 8.  The stuck rod margin is less than that for Core 1. Detailed flux maps are presented for tow rod patterns, and the partial water height method is compared with the boron poisoning method of rod evaluation.]]></description>
      <pubDate>Fri, 01 Jun 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3339</guid>
    </item>
    <item>
      <title>IRRADIATION DAMAGE OF BORON-MODIFIED STAINLESS STEEL</title>
      <link>https://trid.trb.org/View/3078</link>
      <description><![CDATA[Investigation of a program initiated to evaluate and confirm the fabrication techniques of the boron-modified stainless steel control rod and to aid in establishing the effect of radiation on the corrosion behavior and physical and structural properties of the control rods in the nuclear merchant ship reactor is presented. The three types of specimens prepared were tensile-impact specimens, and two types of clad corrosion specimens designated as composite and roll clad. Capsule design for the irradiation, and techniques and equipment are discussed. After irradiation testing the specimens were subjected to visual examination, impact tests, metallographic examination, microhardening measurements, and corrosion studies. Results of postcorrosion density measurements show that the high-burnup roll clad specimen expanded during corrosion. Advantages of using clad boron-stainless steel are: Cladding improves the mechanical properties, containment of irradiation-induced expansion, and prevention of the coolant reacting with the irradiated boride particles. The design in which the cladding and the core are held together mechanically appears more satisfactory then the design for the roll clad specimens. A disadvantage of not cladding the boron- stainless steel is that the alloy must bear the load of the control rod. This alloy has poor mechanical properties, and is thus not well suited for this function.]]></description>
      <pubDate>Fri, 11 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3078</guid>
    </item>
    <item>
      <title>A COMPARISON OF THE NMSR PROTOTYPE (SPARE) CONTROL ROD AND THE NMSR SERVICE CONTROL ROD</title>
      <link>https://trid.trb.org/View/2978</link>
      <description><![CDATA[The NMSR prototype control rod is tested to determine the feasibility of using it as an NMSR spare rod. Tests show satisfactory physical alignment and fit of the prototype in the NMSR core and small differences between the prototype and service blades. Chemically, the poison plate of the prototype blade contains 1.2 weight percent boron compared to 1.7 weight percent boron for the service blades. Reactivity measurements on poison sections and on follower sections of the prototype and service blades show no difference in the reactivity of either within 1% of the hold-down power of the blade. The prototype is therefore suitable for use as an NMSR spare blade, contingent upon the insertion of filler blocks in the hollow portion of the follower blade.]]></description>
      <pubDate>Fri, 11 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2978</guid>
    </item>
    <item>
      <title>630A MARITIME NUCLEAR STEAM GENERATOR, SCOPING STUDY</title>
      <link>https://trid.trb.org/View/3096</link>
      <description><![CDATA[Development and engineering modifications of the HTRE-1 reactor for use as a nuclear steam generator meet maritime and operational safety requirements.  The nuclear steam generator consists of a water-moderated air-cooled reactor, a boiler, shielding, and accessory equipment.  The air flows through the reactor, is heated, and then passes over the steam tubes where the heat is extracted.  From the boiler it is routed through a single stage blower and then back into the reactor inlet to repeat the process.  The coolant air is completely contained within the pressure vessel throughout the closed cycle.  This system is smaller and lighter than other nuclear systems proposed for marine service.  It is designed to deliver high-quality steam (850 psi, 950 F) or lower quality steam if required.  Safety, reliability, operation and maintenance, and cost factors indicate HTRE-1 technology applied to maritime propulsions is both feasible and practical.]]></description>
      <pubDate>Wed, 14 Feb 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3096</guid>
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