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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>CONSEQUENTIAL FAILURES IN MECHANICAL SYSTEMS</title>
      <link>https://trid.trb.org/View/167171</link>
      <description><![CDATA[It is now widely recognised that the synthesis of the reliability of a series mechanical system from generic component failure data can present some difficulty as the product rule can provide a pessimistic prediction of the reliability of a mechanical system.  In this paper this difficulty is further examined.  The effects on synthesised system reliability values of a number of different assumptions relating to component failure data analysis are examined theoretically.  It is a characteristic feature of many types of mechanical system, that the failure of one component can result in the consequential failure of other components in the system.  A given component could thus fail as a consequence of the failure of another component in the system or it could fail in its own right independently of all other components in the system.  A given set of generic component failure data could include failures of both types.  The theoretical implications of different failure mechanism assumptions are considered and their effects on the predicted values of system reliability are examined.  The relevance of the theoretical analysis is demonstrated by briefly considering a number of specific examples of the different types of physical failure mechanism involved and these are considered in relation to a number of mechanical system types.  Order from BSRA as No. 54, 853.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167171</guid>
    </item>
    <item>
      <title>"DANELOCK": FIRST OF B &amp; W SHIPYARD'S FUEL-SAVING BULK CARRIERS ENTERS SERVICE</title>
      <link>https://trid.trb.org/View/166499</link>
      <description><![CDATA[Operating economy is the impressive feature of this new design of Panamax bulk carrier from the revitalised Burmeister & Wain Shipyard.  The BC60E2 design exploits an efficient hull form and a derated B&W 5L80GFCA low-speed diesel engine to achieve an average daily fuel consumption of 37 tonnes, anticipated from the sea trials of the first of 10 such ships.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166499</guid>
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    <item>
      <title>CONSTRUCTION PLANNING AND MANPOWER SCHEDULES FOR SINGLE SCREW MULTI PURPOSE MOBILIZATION PD214 IN COOPERATION WITH KAWASAKI HEAVY INDUSTRIES</title>
      <link>https://trid.trb.org/View/165457</link>
      <description><![CDATA[Identifies shipbuilding production methods and procedures used by Japanese yards that provide the ability to deliver vessels of similar size and complexity more rapidly than American yards.  By contracting with a modern Japanese shipbuilder to produce a detailed ship production plan and schedule, the Maritime Administration can compare specific elements of the production process to identify areas where the construction time in the U.S. may be shortened.  The ship construction process is described by developing schedules, manpower plans and facilities utilization information in sufficient detail to meet this goal.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165457</guid>
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      <title>MODEL TESTING FROM AN OWNER'S POINT OF VIEW--THE DESIGN AND DEVELOPMENT OF A SERIES OF FAST SINGLE SCREW CONTAINER SHIPS</title>
      <link>https://trid.trb.org/View/151860</link>
      <description><![CDATA[The conversion of ship-model test results into values that can be used in the design of the full-scale ship depends very much on empirical corrections and calculations, and called for special attention in the extensive programme of model testing which forms the subject of this paper.  The Author (of A.P. Moller, Copenhagen) describes and discusses this programme, which was carried out to develop a design for a 26-knot container-ship with 40,000 shp (from a steam turbine) on one shaft, a concept more advanced hydrodynamically than previous single-screw ships.  A series of nine ships was to be built.  Two sets of model tests were needed because the ships were to be built in two different yards, each of which insisted on developing its own design; furthermore, two manufacturers shared the order for the propellers, and each developed and tested its own designs. There were therefore two hull designs, for each of which there were two propeller designs (i.e., four propeller variants were designed and tested).  Propellers and shafts, and practically all important components, are nevertheless interchangeable.  The number of model tests carried out during the development of the hull and propeller designs far exceeded the number originally scheduled, and though there was little time for development work based on the tests, the first ship was delivered 25 months after the signing of the contract.  The tests and development of the hull lines and the propellers, and the results of the sea trials, are discussed, and comparisons are made between full-scale results (in trials and in service) and predictions from the model tests.  Some investigations were conducted on discrepancies between full-scale performance and the predictions, and are briefly discussed.  The paper also includes some information on the condition of the propellers after an average of 26 months' service.  Some experience in operating the ships in bad weather is mentioned; bow strengthening was needed on one of the two designs.  The Author concludes that very successful hull and propeller designs resulted from this comprehensive experimental work. It is mentioned that improvement of the wake field during the model testing was probably the most important factor in obtaining the very satisfactory results in regard to vibration.  Order from BSRA as No. 53,333.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151860</guid>
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    <item>
      <title>DEVELOPMENTS IN MERCHANT SHIPS OVER THE LAST DECADE</title>
      <link>https://trid.trb.org/View/155015</link>
      <description><![CDATA[The Author, of British Shipbuilders, surveys changes in seaborne trade over the past decade, and presents a comprehensive review of developments in merchant ships during the same period.  Though the information given refers mainly to the U.K. fleet, it is broadly applicable to the world's fleets.  The paper is arranged under the main headings:--A.  Background.  1--Introduction.  2--Trading Background (World Trade--U.K.  Trade--Passenger Traffic). 3--The U.K. Fleet.  B. The Ships.  4--Passenger Ships. 5--Ferries.  6--Cargo Liners.  7--Container Ships. 8--Tankers. 9--Chemical Carriers. 10--Liquid Gas Carriers. 11--Tramps, Ore/Bulk, and Combination Carriers. 12--Roll-On/Roll-Off including Car Carriers.  13--Barge Carriers.  C. Propulsion Systems.  14--Steam Plant. 15--Diesel Installations.  16--Other Power Units and Auxiliaries.  17--Fuel Cost.  D.  Summing Up.  Under D., some brief comparisons are made between trends in the development of merchant ships and those of naval vessels. Trends within the merchant fleet are then discussed; they include, on the one hand, a move towards series-produced ships, and on the other hand a move towards specialised cargo-carriers; the challenge facing the shipbuilding industry may be the application of series production to custom-built ships.  While there has been, over the decade, an adaptation of the cargo to the ship, as in container operations, there has also been an adaptation of the ship to the cargo, as in roll-on/roll-off traffic; in both cases, the ship becomes a more efficient vehicle.  The rise in fuel prices has been so great that increased cost of transport cannot be prevented, but at the same time it provides a fresh incentive to designers and might lead to accelerated developments in propulsion or still greater increases in ship size.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155015</guid>
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    <item>
      <title>AN UPDATE ON THE CONTRACT DESIGN OF THE MULTIPURPOSE MOBILIZATION SHIP AND A REVIEW OF THE PRELIMINARY DESIGN PD-214.</title>
      <link>https://trid.trb.org/View/151896</link>
      <description><![CDATA[This paper presents the current status of an ongoing contract design development of a Multi-Purpose Mobilization Ship capable of both Roll-On/Roll-Off and Lift-On/Lift-Off self-sustained cargo operations.  It also fully describes the results of an extensive preliminary design effort.  A large number of options and alternatives are included to overcome manufacturing limitations during a mobilization and to allow operators to configure the design to meet their needs, including the ability to utilize different types of propulson machinery.  In addition to vehicles, palletized cargo, and breakbulk cargo, hatches and holds are sized to efficiently carry 20 and 40 foot containers either in cells or on closed tween deck hatch covers.  Extensive model testing has assured that the design will result in a hull with superior hydrodynamic performance and these results are fully described.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151896</guid>
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      <title>CONCEPT STUDY OF MOBILIZATION TUG-BARGE DESIGNS</title>
      <link>https://trid.trb.org/View/154044</link>
      <description><![CDATA[This paper describes one facet of a continuing effort within the Maritime Administration to insure the adequacy of the United States Merchant Marine in a war or national emergency.  As a result of comments on "Merchant Ships for Wartime Mobilization Prototype Design and Construction for Readiness", given at ASNE Day 1976, a concept study was initiated within the Maritime Administration to assess the utility of integrated Tug-Barges in a mobilization program. The results of this study are given in this paper.  In light of the restricted number of shipways available for building the multi-purpose mobilization ship, the need is defined for another ship type which would be suitable for construction at a larger number of facilities.  General design objectives are then developed for this ancillary ship which satisfy mobilization requirements.  A brief analysis of the capability of integrated Tug-Barges to meet the design objectives is conducted, followed by four Barge concept designs and a description of Tug options, which demonstrate the feasibility of utilizing Tug-Barges in a mobilization effort.  The eventual goal, after the completion of a preliminary design phase, will be the development of a set of contract plans and specifications followed by the construction of a prototype vessel.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154044</guid>
    </item>
    <item>
      <title>MODELING NAVY SHIP AQUISITION, FINAL REPORT FOR PHASE II, PART 1.</title>
      <link>https://trid.trb.org/View/152102</link>
      <description><![CDATA[The project's objective is to develop a computer-based planning model which will permit the Navy to achieve an efficient work load distribution in the shipbuilding industry through a competitive allocation process.  The Phase I report, "Planning for Navy Ship Acquisition," (see MRIS No. 19 195773), presented the results of a feasibility investigation.  Based upon the positive findings of this initial feasibility study, the Office of Naval Research has funded the initiation of Phase II.  For the present study, "competitive allocation" is the allocation among shipyards of a Five Year Plan which uses the price benefits of competition and the stability benefits of allocation to result in a shipbuilding program which results in minimum cost to the Navy, given other objectives and constraints such as suitable quality of products, attainment of schedules, and maintenance of industry capacity.  To demonstrate the feasibility of modeling competitive allocation, a preliminary model was designed.  This model was based on the comparative efficiencies of individual shipyards and on their behavior in the marketplace.  When fully developed, it will be a tool to inform the Navy of: (1) The desired competitive allocation for Five Year and longer term plans; which distribution of work among yards costs the Navy the least?  (2) The acquisition methods needed to implement the competitive allocation; which yards are appropriate participants in competitions staged by the Navy?  Which yards are appropriate candidates for allocations of ships?]]></description>
      <pubDate>Tue, 22 Apr 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152102</guid>
    </item>
    <item>
      <title>FROM PLANNING BOARD TO WELDING HALL: A CASE STUDY IN O.R./CLIENT INVOLVEMENT</title>
      <link>https://trid.trb.org/View/152917</link>
      <description><![CDATA[A Danish shipyard (Lindo) building supertankers was faced with a production planning problem in one of its welding-halls, where the bow and stern sections were fabricated.  The mandatory constraint of completing each section by a specified day in the production cycle was complicated by a number of other practical constraints.  An interactive planning computer-system was devised which had the merit, from management's point of view, that the fullest use could be made of existing planning expertise.]]></description>
      <pubDate>Tue, 22 Apr 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152917</guid>
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    <item>
      <title>SERIES PRODUCTION OF LIQUEFIED NATURAL GAS CARRIERS</title>
      <link>https://trid.trb.org/View/92161</link>
      <description><![CDATA[For construction of the LNG ships, General Dynamics' Quincy Shipbuilding Division in Quincy, Massachusetts was transformed from a conventional, labour-intensive shipyard into a modernised facility with mechanized steel process lines, level-surface building basins to accommodate hull erection from prefabricated structural modules of up to 150 tons, and a sphere-loading/bow erection basin served by a 1200-ton Goliath crane (see Figure 2).  This modernisation programme has enabled the Quincy shipyard to achieve the production capacity required for series production.  For construction of the cargo spheres, a completely new facility was built at Charleston, South Carolina (see Figure 3). This facility has been equipped with automatic welding equipment and uniquely-designed jigs and fixtures which permit simultaneous assembly of six 120-ft diameter cargo spheres.  The Charleston facility, developed in parallel with the ship construction programme, currently produces one sphere every 3 1/2 weeks, in phase with the ship construction sequence at Quincy.  These facilities represent the successful application of mechanized production techniques and advanced manufacturing technology to serialised production of LNG tankers.  This paper discusses the development of General Dynamics' LNG series production concept and the manufacturing processes by which the concept was translated into cost-effective production solutions.]]></description>
      <pubDate>Tue, 28 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92161</guid>
    </item>
    <item>
      <title>THE INTERRELATIONSHIP BETWEEN MEN, MONEY, MACHINES AND MATERIALS</title>
      <link>https://trid.trb.org/View/87978</link>
      <description><![CDATA[The paper presents some thoughts on the interrelationship between men, money, machines and materials, with particular reference to the experience gained at "Burmeister & Wain" in their production of series of ships of 52,000 and 60,000 DWT.  Future developments are considered, and it is concluded that the natural interrelationship between the four factors is about to be destroyed because of politics, social considerations, exchange rates, defence strategy and national pride.  Order from NSFI as No. 17084.]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87978</guid>
    </item>
    <item>
      <title>PRODUCT STRATEGY AND COMPETITION DEVICE. PARTIAL REPORT WITHIN THE FUTURE STUDY "TOMORROW'S PRODUCTS"</title>
      <link>https://trid.trb.org/View/83841</link>
      <description><![CDATA[The report deals with the world-wide recession and the technological development since the 1940's and points out some essential circumstances lying behind the existing state of crisis.  The implication of series production of ships in relation to a yard's competitiveness is discussed.  Further, measures to stimulate creativity and competitiveness regarding product development are looked into.  Order from NSFI as No. 16556.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/83841</guid>
    </item>
    <item>
      <title>THE "TRADE-OFF" BETWEEN LEARNING AND INFLATION IN SHIPBUILDING</title>
      <link>https://trid.trb.org/View/79165</link>
      <description><![CDATA[Learning leads to a decrease in program cost and inflation leads to an increase in program cost.  At a certain time, the benefits of learning and the penalty due to inflation will balance each other.  This time is defined as the "critical time."  The "critical time" depends upon the number of ships to be built because this determines the possible gain in learning.  The "Critical time" also depends upon the assumed inflation, upon the achievable learning rate, and upon the material/labor ratio of the first ship. Learning expectation can be influenced by planning and the material/labor ration by a make- or buy-decision. Assumptions on future learning are as vague as assumptions on inflation.  The paper shows that it is almost impossible to beat inflation.  It shows that accelerated programs are preferable and that make-decisions supersede the value of buy-decisions.  The result is derived from an abstract treatment of the subject.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79165</guid>
    </item>
    <item>
      <title>A PLANNING SYSTEM FOR SHORT-TERM PRODUCTION-FLOW IN ONE-OFF AND SHORT-SERIES PRODUCTION</title>
      <link>https://trid.trb.org/View/73839</link>
      <description><![CDATA[The Author describes a system, used at the Mathias-Thesen shipyard at Wismar, for planning the short-term flow of prefabricated production in the building of single ships or short series of ships.  The system is mainly intended to ensure that prefabricated assemblies are delivered to the building berth at the correct time, despite factors that disturb a smooth production-flow.  The system has two "stages": a computer-assisted approximate stage covering the production, ready for the building berth, of a prefabricated assembly, and a second, refined state, which may be computer-assisted or manual, covering each of the small prefabricated sections that comprise the prefabricated assembly.  The article explains the principles and practice of the system and its stages, and includes a network plan for the simultaneous production of several different prefabricated assembles and a flow-diagram of the computer program for the approximate stage.  Order from: BSRA as No. 48,358.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73839</guid>
    </item>
    <item>
      <title>SERIES PRODUCTION OF TUGS AND WORKBOATS</title>
      <link>https://trid.trb.org/View/70215</link>
      <description><![CDATA[In shipbuilding, series production has been gaining ground only slowly because of the small numbers of ships required, nevertheless, the advantages to the ship owner and builder are so great that series production methods should be followed as closely as possible.  The Author, of B.V. Scheepwerf Damen, Holland, develops this theme and discusses its application in the production of tugs and work-boats by his firm, with particular reference to the commercial aspects.  The necessary conditions for the series production of these vessels include the production, from the Damen range of 20 types, of 200 vessels a year, a total which cannot be marketed in Holland alone; other conditions concern the interchangeability of components between the different types in the range (which is confined to vessels not longer than 36 m and not exceeding 5,000 bhp, and customer grouping.  The Author further discusses his company's methods in some detail under the main headings: Choice of Production Methods so as to Achieve the Advantages of Series Production; The Damen Organisation System to Fulfil the Ideal Production Method; Summary of the Acquired Advantages for Owners and Possibilities for Further Development.  Among the many aspects considered is the Damen design and production philosophy, under which the assembly of all hulls is contracted out to other shipyards (there are many small yards in Holland suitable for such work).  Damen supply the hull builder with plates and other steel parts prepared in a special factory; the parts are delivered in "packages", and, together with standard components such as hatch-covers, bollards, etc. also supplied by Damen, they are assembled by the contractor into hulls and taken into stock by Damen, who complete the vessel, when an order is received, in accordance with the purchaser's requirements (a large number of options are available).  Order from: BSRA as No. 47,981.]]></description>
      <pubDate>Wed, 14 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/70215</guid>
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