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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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    <item>
      <title>THE CONCEPT OF THE PROTECTIVE LOCATION OF SEGREGATED BALLAST IN THE DESIGN OF PRODUCTS TANKERS - PART 1</title>
      <link>https://trid.trb.org/View/436576</link>
      <description><![CDATA[The MARPOL 73/78 (1978) Convention was a significant step forward from MARPOL 73/1973 in the struggle against marine pollution. An important characteristic has been the definition of guidelines for the use of segregated ballast in newbuilding of tankers, where the concept of the "protective area" originated. The author has written several papers on the subject of seawater pollution and has considered it worthwhile to make a further analysis of the philosophy of segregated ballast against the background of the two conventions. The relevant final text of MARPOL 73/78 is included in several appendixes, design guidelines for segregated ballast tanker ship dimensioning are given and a preliminary design dimensioning study is developed for a Suezmax tanker.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
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    </item>
    <item>
      <title>THE CONCEPT OF THE PROTECTIVE LOCATION OF SEGREGATED BALLAST IN THE DESIGN OF PRODUCTS TANKERS - PART 2</title>
      <link>https://trid.trb.org/View/437126</link>
      <description><![CDATA[Part 1 of this paper is abstract number 90102263.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/437126</guid>
    </item>
    <item>
      <title>HAS MARPOL REDUCED INTENTIONAL OIL DISCHARGES?</title>
      <link>https://trid.trb.org/View/445879</link>
      <description><![CDATA[The author discusses the effectiveness of the IMO MARPOL regulations which  caused many tanker owners to install segregated ballast tanks when they would not have done so otherwise.  Both MARPOL and economic factors led to the installation of crude oil washing equipment, and together, these installations have reduced intentional discharges of oil.  Such discharges continue, however, because of the difficulties in effectively monitoring and enforcing MARPOL standards, especially on the high seas.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/445879</guid>
    </item>
    <item>
      <title>MARINE POLLUTION ABATEMENT R&amp;D PROGRAMS</title>
      <link>https://trid.trb.org/View/398908</link>
      <description><![CDATA[This brochure briefly reviews Maritime Administration-sponsored research programs aimed at reducing ship-generated pollution. Research areas identified include the evaluation of designs for double hulls and segregated ballast systems; improvements in tank cleaning techniques; the development of ocean mapping and source quantification procedures; and studies of port collection and separation facilities for oily waste.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/398908</guid>
    </item>
    <item>
      <title>SEGREGATED BALLAST TANKER STUDY, VOLUME 2: PLANS</title>
      <link>https://trid.trb.org/View/400089</link>
      <description><![CDATA[The volume contains a composite plan for 250,000 dwt, 120,000 dwt and 500,000 dwt tankers, and plans for each tanker that include general arrangements, midship section and typical transverse web, typical O. T.  transverse and longitudinal bulkheads, and typical diagrammatic piping arrangement.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400089</guid>
    </item>
    <item>
      <title>SEGREGATED BALLAST TANKER STUDY, VOLUME 3: STEEL AND PIPING MATERIAL TAKE-OFF WORKSHEETS</title>
      <link>https://trid.trb.org/View/400090</link>
      <description><![CDATA[This third volume of the Segregated Ballast Tanker Study contains several hundred worksheets covering the steel and piping material quantity take-off.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400090</guid>
    </item>
    <item>
      <title>HYDROSTATICALLY BALANCED LOADING</title>
      <link>https://trid.trb.org/View/407112</link>
      <description><![CDATA[This article explains a proposal that all crude oil tankers of 20,000 dwt and above be provided with "modified," protectively- located segregated ballast tanks, and that the segregated ballast be retained onboard during the laden passages and the cargo quantity limited such that the cargo is in hydrostatic balance with the outside seawater.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407112</guid>
    </item>
    <item>
      <title>THE "NEW-GENERATION SUPERTANKERS ABOVE 100,000 DWT</title>
      <link>https://trid.trb.org/View/407215</link>
      <description><![CDATA[This feature on large tankers includes the following articles: "Double-Hull Suezmax Ships from Mitsui for Scandinavia," describing and showing general arrangement plans for Mitsui's Suezmax design that allows three cargo segregations and uses an interesting asymmetric vertical web as the centerline; "Protection for VLCCs: the Blake Technique," concerning a proposal by Mr. George Blake, of the Maritime Overseas Corp., that all crude carriers greater than 20,000 dwt should be converted to ensure that their tanks meet a modified protective location and segregated ballast standard; "New Double-Hull Design from Hyundai," briefly describing a new Suezmax- sized, 153,000 dwt crude oil tanker design from the Hyundai yard at Ulsan in Korea; "A Simple Solution: the Imaginary Double Bottom," explaining a proposal by a Norwegian company, Unitrol Ships Service, to utilize seawater and selected chemicals to in effect create the spill-preventing double bottom campaigned for by some sectors of the marine industry, and to do it without requiring major steelwork; "Harland & Wolff Starts on Suezmax Single and Double-Skin Series," giving particulars on new tankers under construction at the massive Harland & Wolff shipyard in Belfast, including plan drawings; "Economic Designs from Astilleros Espanoles," describing how the Spanish state shipbuilding group has blossomed as a builder of new- generation supertankers; "A New Suezmax Crude Oil Design from Split," noting development work at Yugoslavia's Split yard on new concepts for future tankers; and "Submerged Cargo Pumps for Crude Oil Tankers," discussing the advantages of dedicated, submerged pumps for each tank.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407215</guid>
    </item>
    <item>
      <title>SHIP CONSTRUCTION AND SAFETY (WITH PARTICULAR REFERENCE TO OIL TANKERS)</title>
      <link>https://trid.trb.org/View/410003</link>
      <description><![CDATA[The paper illustrates the relationship between ship safety and construction by specifically considering VLCC structures. Structural reliability and the incidence of serious structural failures are put in context by a statistical comparison with serious casualties that occur as the result of other causes. The experience of Lloyd's Register (LR) with the existing fleet of older VLCCs is described, and particular reference is made to corrosion and fatigue cracking problems in the cargo tank area. The change in the principal VLCC design influences, brought about as the result of the introduction of the MARPOL Convention and other significant changes in circumstances, are summarized. The possibility of rapid corrosion of segregated ballast tank internals is emphasized, and countermeasures necessary to preclude dangerous wastage of structure are suggested. The increased use of higher tensile steel in VLCC structures and problems associated with its use are discussed. A brief description of an investigation into the ultimate strength of tanker structures carried out at LR is presented, and the significance of this study for current structural trends in VLCC design is highlighted. The paper concludes with some critical observations about safety in relation to current ship design philosophy in general, and proposes some possible solutions.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/410003</guid>
    </item>
    <item>
      <title>ENERGY USE IN THE MARINE TRANSPORTATION INDUSTRY: TASK II. REGULATIONS AND TARIFFS. FINAL REPORT, VOLUME III</title>
      <link>https://trid.trb.org/View/162182</link>
      <description><![CDATA[The evaluation of the energy impacts of regulations and tariffs is structured around three sequential steps: identification of agencies and organizations that impact the commercial marine transportation industry; identification of existing or proposed regulations that were perceived to have a significant energy impact; and quantification of the energy impacts. Following the introductory chapter, Chapter II describes the regulatory structure of the commercial marine transportation industry and includes a description of the role of each organization and the legislative basis for their jurisdiction and an identification of major areas of regulation and those areas that have an energy impact. Chapters III through IX each address one of the 7 existing or proposed regulatory or legislative actions that have an energy impact. Energy impacts of the state of Washington's tanker regulations, of tanker segregated ballast requirements, of inland waterway user charges, of cargo pooling and service rationalization, of the availability of intermodal container transportation services, of capacity limitations at lock and dam 26 on the Mississippi River and the energy implications of the transportation alternatives available for the West Coast crude oil supplies are discussed. (ERA citation 05:003286)]]></description>
      <pubDate>Thu, 19 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162182</guid>
    </item>
    <item>
      <title>OPTIMIZATION OF SEGREGATED BALLAST DISTRIBUTION AND ITS IMPACT ON TANKER ECONOMICS</title>
      <link>https://trid.trb.org/View/167209</link>
      <description><![CDATA[The Intergovernmental Maritime Consultative Organization in 1973 proposed requirements for segregated ballast in an effort to eliminate pollution originated by ballast operations of tankers and possibly to reduce pollution caused by tanker accidents.  The most cost-effective application of these pollution abatement measures for tankers is the subject of this paper.  An existing very large crude carrier (VLCC) was used as the base ship for the studies on which the paper is based.  An optimization procedure for the distribution of segregated ballast within the cargo box for three basic concepts is outlined in the first part of the paper; the determination of an optimum construction concept is described in the second.  The optimum concept is derived from a comparison of ship economics.  An economic evaluation for the conversion of the existing VLCC by modifying overall dimensions is presented in the third part.  Also, a brief study of the economics for jumboizing the final tankers is included in Appendix 2.  The purpose of the paper is to enhance capital savings with the utilization of cost-effective tank arrangements for conversions and new constructions, as proposed in Part 1.  The economic studies of Parts 2 and 3 should assist an owner in his decision as to which construction concept to employ for a major conversion of an existing vessel or for a new vessel.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167209</guid>
    </item>
    <item>
      <title>THE 80,000 TONNE DEADWEIGHT "MARPOL" TANKER</title>
      <link>https://trid.trb.org/View/166528</link>
      <description><![CDATA[Typical main particulars of the subject type tanker are tabulated.  The following aspects of the design are discussed: loaded draught, maximization of draught, integrated trunk deck, breadth to draught ratio, and location of segregated ballast tanks.  Calculations of draught, deadweight, segregated ballast tank capacity and position are presented in an appendix.  Order from NSFI as No. 22054.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166528</guid>
    </item>
    <item>
      <title>TIMETABLE AND RULES FOR THE PREVENTION OF POLLUTION OF THE SEA BY OIL FROM SHIPS</title>
      <link>https://trid.trb.org/View/166760</link>
      <description><![CDATA[These rules are divided into the Marine Pollution Convention of 1973 (MARPOL 1973) dealing with oil cargoes and other forms of polluting substances and the Safety of Life at Sea Protocol 1978 (SOLAS) pertaining to improved navigation equipment and general safety measures.  In the nature of measures requiring international concurrence, the MARPOL Convention has not yet been ratified, but the SOLAS Protocol has been ratified and is scheduled to take effect in June 1981.  The MARPOL Protocol of 1978 (which encompasses the MARPOL Convention of 1973) requires for ratification, as all acts of IMCO, the ratification of 15 member states representing 50 per cent of the total tonnage.  A time scale varying from 0-3 years from the entry into force of the convention is allowed to member governments for full implementation.  As of 1 December 1980, the MARPOL Protocol '78 had been ratified by 10 member states representing 38 per cent of the total tonnage.  Countries having ratified the Protocol as of that date were: Denmark, Liberia, Norway, Peru, Sweden, Tunisia, United Kingdom, United States of America, Uruguay, and Yugoslavia.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166760</guid>
    </item>
    <item>
      <title>THE IMPACT OF NEW TANKER REGULATIONS</title>
      <link>https://trid.trb.org/View/165471</link>
      <description><![CDATA[The promotion of regulatory measures aimed primarily at enhancing tanker safety was a feature of the late 1970s.  In particular The Marine Pollution Prevention Protocol (MARPOL) and The Safety of Life at Sea Convention (SOLAS) developed by IMCO and which will ultimately apply internationally, and the Port and Safety Act implemented by the US Coast Guard, all call for substantial changes in the design and instrumentation of the world tanker fleet. The study describes existing and pending national and international tanker regulatory measures, and the world fleet will be assessed in order to gauge the extent to which existing tankers will be able to meet the requirements of these regulations.  For some owners the costs of installing equipment necessary to conform to the new regulations (e.g. Crude Oil Washing, Inert Gas Systems, Segregated Ballast Tanks, Navigational Aids etc) will be prohibitive.  The Study will estimate the consequent effect on the tanker fleet in terms of scrappage and on future tanker operating efficiency.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165471</guid>
    </item>
    <item>
      <title>OIL TANKER SAFETY REQUIREMENTS</title>
      <link>https://trid.trb.org/View/165964</link>
      <description><![CDATA[The article deals with the following aspects of the MARPOL/TSPP safety requirements: Tank arrangement requirements, cargo and ballast handling requirements, conversion and operation of existing ships including their market influence, requirements for 40000-70000 dwt tankers, requirements for tankers above 70000 dwt, design and operation of new ships including the newbuilding market, the competitiveness of combination carriers, cleaning requirements and costs, cargo handling operations, and the shipbuilding market.  Order from NSFI as No. 21288.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165964</guid>
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