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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>SEAKEEPING CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/397586</link>
      <description><![CDATA[For motor yachts and powerboats, seakindliness is a factor that can be strongly influenced at the design stage through the judicious selection of the main particulars and the hull shape. The discussion of this point ranges over hull shape for displacement yachts; hull shape for planing yachts; forebody shape; acceleration levels and ride quality; vertical-motion levels; horizontal-motion levels; global and local forces; and form details and appendages.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397586</guid>
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      <title>A NOTE OF RESEARCH WORKS ON THE SEAGOING QUALITIES OF SHIPS IN JAPAN</title>
      <link>https://trid.trb.org/View/159247</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159247</guid>
    </item>
    <item>
      <title>REGULATIONS AND ROLL-ON/ROLL-OFF SHIPS</title>
      <link>https://trid.trb.org/View/161209</link>
      <description><![CDATA[The attention of owners and designers is drawn to the problem of ship behaviour in rough seas, which governs the capability of the ship.  Various examples are known where ships have needed extensive modification to allow them trading in the service for which they were purchased.  An analysis of the transverse motion parameters performed at the time of designing or before buying the ship would have prevented these troubles and a loss of money for the owners.  Bureau Veritas has some experience in this field and has developed computer programs which permit estimation of the ship's behaviour in rough seas.  More information about these sophisticated but commonly used methods can be obtained in relevant Bureau Veritas publications.  The main problems raised by the existing Regulations which have a large influence on the conception and design of such ships are discussed.  Order from BSRA as No. 54,293.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161209</guid>
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    <item>
      <title>SIMULATION AS A DESIGN AID FOR RIDE CONTROL SYSTEMS</title>
      <link>https://trid.trb.org/View/159115</link>
      <description><![CDATA[As the Surface Effect Ship (SES) travels across the sea supported on a cushion of air, changes in cushion pressure occur as waves pass through the cushion. These pressure produce accelerations which are transmitted to the ship resulting in a decrease in ride quality. The accelerations can be reduced and the ride quality improved by regulating the flow of air into or out of the cushion, thus maintaining a constant cushion pressure. The system which provides this regulation is referred to as the Ride Control System (RCS). A RCS offers the potential for significantly reducing vertical accelerations but the use of such systems result in some decrease of operating efficiency. Accordingly, ride quality criteria based on general health, performance, and comfort considerations are required in order that an intelligent tradeoff between ride quality and other factors can be made. The Surface Effect Ship Project (PMS304) has been pursuing the development of such ride criteria for use in the design of 2000-ton and larger SES using a moving body simulator, predicted ship motion, and simulated tasks. Initial simulations were performed using the Marshall Space Flight Center, Huntsville, Alabama six-degree-of-freedom motion generator and a four-place cab. More recent simulations have used the Office of Naval Research three-degree-of-freedom motion generator at Goleta, California and a two-place cab.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159115</guid>
    </item>
    <item>
      <title>PERFORMANCE EVALUATION AND APPLICATION OF MOTION AND SEAKEEPING CHARACTERISTICS OF MODERN OFFSHORE SUPPLY VESSELS</title>
      <link>https://trid.trb.org/View/151905</link>
      <description><![CDATA[Supply Vessels are increasingly being utilized in special purpose offshore support modes.  Many of these operations are limited by the vessel's motion and seakeeping qualities. This paper presents a systematic study undertaken to determine the sensitivity of vessel responses in irregular head and beam seas, to variations in vessel dimensions.  A typical chined hull form is selected as a basis and dimensions are varied to encompass the normal range of existing forms.  Spectral methods and state of the art computer analytic techniques have been used to determine these characteristics.  Results in head seas, are presented in a non-dimensional format so that geometrically similar vessels, of any length, in seastates with any combination of significant wave heights and periods may be derived.  In this context, two specialty feature offshore applications of these vessels are discussed and a scheme for their performance evaluation is presented.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151905</guid>
    </item>
    <item>
      <title>APPLICATION OF SWATH/FPS CONCEPT TO A PASSENGER EXCURSION VESSEL DESIGN</title>
      <link>https://trid.trb.org/View/152243</link>
      <description><![CDATA[The historical development of small waterplane area twin-hull ships is briefly reviewed.  The principle advantages of SWATH-type ships with respect to seakindliness and reduction of wave making resistance are discussed. Considerations for hull form optimization leading to improved seakindliness are presented.  Special problems in the analytical prediction of ship motion and ship resistance for SWATH/FPS ships are pointed out.  The inherent problem of reduced static stability is treated by introduction of the "flared pod strut" concept, a hull form of rapidly increasing waterplane area and GM above a certain waterline. Resulting design possibilities are illustrated for a 66 ft LOA passenger excursion vessel for Hawaiian waters.  Finally other applications for relatively small vessels (less than 800 ton) are enumerated and in part illustrated.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152243</guid>
    </item>
    <item>
      <title>CAPSIZE SAFETY</title>
      <link>https://trid.trb.org/View/81969</link>
      <description><![CDATA[Stability standards for intact vessels are based on still water data and a statistical evaluation of relevant capsize disaster counting very few "hits".  The criteria are not taking into account the specific wave-going characteristics of the individual ship types.  No credit is therefore given to the good sea-keeping designs compared to the penalties paid due to the-probably few-bad sea-keeping designs, which set the level for all ships.  The paper deals with this problem and the new concepts which might be used as basis for future regulations to result in more rational criteria. In the field of ship structures modern methods have been developed in terms of demand and capability and the partial safety coefficients for practical use.  These methods seem to lend themselves perfectly to safety against capsize.  The paper deals with the too restrictive stability criteria from the theory of general systems' dynamics which not only cover the naval architecture concept of seaworthiness, but also that of seakindliness.  The paper concludes that a future differentiation of criteria can always be reduced to specifications of metacentric height for the individual loading conditions of each ship and can thus be handled without extra effort by ship masters.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81969</guid>
    </item>
    <item>
      <title>HIGH-SPEED WATER TRANSPORTATION OF MAN</title>
      <link>https://trid.trb.org/View/9199</link>
      <description><![CDATA[A variety of advanced high speed marine craft have been proposed for the transport of people.  Specific vehicles have been tried on a diversity of routes both with success and failure.  Claims and counterclaims have been issued. Technical debates have ensued with regard to vehicle performance, reliability, costs, control, stability, propulsion, debris, noise and air pollution, etc.  The literature contains numerous reports on these subjects. With notable exceptions, little has been said about one of the most basic of all considerations where the transportation of man is concerned, the effect of vehicle motions on the fare-paying passenger.  To their credit, hovercraft and hydrofoil proponents have attempted to present information on this subject, usually related to what the motions are rather than to their effect on the passenger or the resulting economic impact on the operation. Generally, the problem is misunderstood and all too often ignored.  No universally accepted method has been established to define the water conditions expected along a route, the vehicle motions likely to result, or the reaction of the passengers to those motions.  This paper focuses attention on these considerations.]]></description>
      <pubDate>Mon, 18 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/9199</guid>
    </item>
    <item>
      <title>DOWNTIME EVALUATION FOR OPERATIONS FROM FLOATING VESSELS IN WAVES</title>
      <link>https://trid.trb.org/View/51729</link>
      <description><![CDATA[Methods are described for evaluating downtime for a variety of in-ocean operations from floating vessels in waves. Downtime estimates are determined from the motion characteristics of the vessel in waves, an evaluation of motion parameters and limits directly associated with operations to be performed, and wave conditions to be encountered.  Results provide quantitative measures for evaluating feasibility of operations, relative benefits of alternative vessels, and the effectiveness of special equipment and procedures for increasing operating time.]]></description>
      <pubDate>Fri, 17 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51729</guid>
    </item>
    <item>
      <title>OPERATIONAL EVALUATION OF THE HYDROFOIL CONCEPT FOR U.S. COAST GUARD MISSIONS-EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/42313</link>
      <description><![CDATA[A qualitative report is made on the operational compatibility and suitability of hydrofoils for Coast Guard missions.  It is a summary of the information gathered in the first three reports on the operation of two U.S. Navy hydrofoils in selected Coast Guard Missions. The missions evaluated were Search and Rescue, Enforcement of Laws and Treaties, Marine Environmental Protection, Marine Sciences Activities, and Aids to Navigation. Conclusions are made that the speed and seakindliness of hydrofoils improve mission effectiveness for certain missions in mild to extreme sea conditions.  Features which would be necessary to make hydrofoils acceptable for Coast Guard service are listed.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42313</guid>
    </item>
    <item>
      <title>SEAKEEPING EXPERIMENTS ON THE B.S.R.A. METHODICAL SERIES 0.85 BLOCK COEFFICIENT PARENT FORM</title>
      <link>https://trid.trb.org/View/13899</link>
      <description><![CDATA[Describes experments carried out for BSRA in regular head waves in the St. Albans tank with a model of the BSRA Methodical Series 0.85 block coefficient parent form, and a detailed analysis of the results carried out as part of the hydrodynamics research program of the Vickers Ltd Shipbuilding Group.  Motions, propulsion and bending moments at midships were measured and are presented as faired response curves.  These are used to predict performance in irregular head waves in a demensionless form so that the performance of geometrically similar ships of any length in waves with any chosen combination of significant waveheight and average period may be derived. The performance of the model is shown to agree closely with the average standards established by Moor and Murdey.  The predicted behavior of a ship 800 ft long between perpendiculars is examined in detail and summarized in diagrams relating delivered horsepower, propeller revolutions and speed to significant waveheight, significant bow accelertion and the probability of shipping water over the bow.]]></description>
      <pubDate>Thu, 14 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13899</guid>
    </item>
    <item>
      <title>DESTROYER SEAKEEPING, U.S. AND U.S.S.R.</title>
      <link>https://trid.trb.org/View/19289</link>
      <description><![CDATA[The results of the comparative destroyer seakeeping study are discussed and cover the following aspects of seakeeping: major ship design features which influence seakeeping ability; results of slamming, deck wetness and roll stabilization comparisons; results of combining slamming, deck wetness and roll stabilization characteristics in an overall seakeeping comparison; discussion of the operational advantages enjoyed by destroyers with good seakeeping ability; and, results of comparing the predicted seakeeping ability of the new patrol frigate, DD-963, DLGN-36, and DLGN-38 destroyer designs with present U.S. destroyers.]]></description>
      <pubDate>Mon, 15 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19289</guid>
    </item>
    <item>
      <title>MOTION STUDIES ABOARD USS ORTOLAN (ASRV-22)</title>
      <link>https://trid.trb.org/View/14394</link>
      <description><![CDATA[The introduction of ocean-going catamarans into the fleet produced questions as to the seakindliness of these vessels. Quantitative observations aboard the USNS HAYES and the ASRV-21 prompted an interest in the motion statistics of this class of vessel. The ASRV-22, ORTOLAN, sister ship to the ASRV-21, was delivered from Mobile, Alabama to Philadelphia Navy Yard. During the transit, measurements of roll, pitch and vertical acceleration were recorded. Reported are the results of those measurements, environmental conditions under which the data was recorded and comparisons with comparable data recorded aboard the USNS HAYES are presented in graphic form.  (Author)]]></description>
      <pubDate>Mon, 25 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/14394</guid>
    </item>
    <item>
      <title>A SEAKEEPING TEST ON A CONTAINER SHIP "AMERICA-MARU" ON THE NORTH PACIFIC OCEAN (PART 2)</title>
      <link>https://trid.trb.org/View/5116</link>
      <description><![CDATA[In a previous paper, one of the authors reported the results of a seakeeping test on a container ship "America-Maru" of Mitsui O.S.K lines Ltd. on the North Pacific Ocean on her 25th voyage.  This paper shows the results obtained on the 26th voyage of the same ship.  On the outward as well as on the homeward voyages, the ship encountered rough sea states more than Beaufort scale 8 for three or four days continuously.  The maximum amplitudes of pitch and roll were 6.2 degrees and 19.9 degrees respectively, and that of the vertical acceleration at F.P. reached 0.79 g.  The average sea margin calculated on the basis of fuel oil consumption on the outward and homeward voyages were 62.7 percent and 60.4 percent respectively.  These results seem to validate the correctness of the sea margin (60 percent) estimated at the initial design.  In Japanese.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5116</guid>
    </item>
    <item>
      <title>STABILITY OF TUGS</title>
      <link>https://trid.trb.org/View/4084</link>
      <description><![CDATA[A review of problems affecting stability of tugs, based on European practice, which may be encountered by the design engineer is presented by the author.  The histories of some actual capsizings are detailed with a discussion of techniques to eliminate such occurrences.  Details are also given for calculations of stability for a 2300 HP harbor tug according to Standards of the Russian Register.]]></description>
      <pubDate>Fri, 28 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4084</guid>
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