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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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>MODERN HANDLING TECHNIQUES</title>
      <link>https://trid.trb.org/View/61214</link>
      <description><![CDATA[The Author examines the net growth in the world general cargo fleet between 1965 and 1972 and extrapolates some quantitative data to give forecasts for major and minor bulk and general cargo movements in the 1980s.  The Author's company, Wilh. Wilhemsen of Oslo has recently ordered a number of multi-purpose dry cargo ships from a Japanese yard.  These ships are designated as "lipers" to indicate that they can be used both as liners and trampers for certain cargo compositions and in certain port conditions. Deadweight will correspond to about 21,000 tons on a designed draught of 9.75 m although the full scantling version can, if necessary, accept 26,000 tons.  The design philosophy of the "liper" is explained and the cargo-handling requirements, both shipboard and land-based for operating these ships are discussed.  In conclusion, it is emphasised that the "liper" concept is a temporary measure and will eventually be replaced by more sophisticated designs.  These, in turn, will call for a higher degree of port efficiency.  Order from: BSRA as No. 46,767.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61214</guid>
    </item>
    <item>
      <title>MARINE DRIVE DESIGNERS MEET SUPERCARRIER CHALLENGE</title>
      <link>https://trid.trb.org/View/60376</link>
      <description><![CDATA[The main drive systems that propel two new 1000-ft long Great Lakes ore supercarriers at speeds to 16 mph are described. These new Pickands Mather & Co. Super Carriers-- the M/V JAMES R. BARKER and the M/V MESABI MINER--are the largest ships ever built entirely on the Great Lakes. They maximize cargo-carrying capacity by moving all controls, crew quarters, and pilot house aft.  They will each carry 59,000 gross tons of ore pellets or 52,000 net tons of coal.  By mounting the two Colt-Pielstick diesel engines flywheel-forward, total propeller shaft length is about 60 ft.  The main drive can deliver 8000 hp from each of two diesel engines to the propellers efficiently and in minimum space.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60376</guid>
    </item>
    <item>
      <title>WORLD'S LARGEST OPEN-HATCH BULK CARRIER IN SERVICE</title>
      <link>https://trid.trb.org/View/58862</link>
      <description><![CDATA[The 45 063 tdw bulk carrier "Hoegh Mallard" has a length oa of 200.50 m, a beam of 30.80 m, a draft of 11.566 m and is powered by a single Kawasaki-MAN type K852 70/125 slow speed diesel engine developing 15 200 bhp at 145 rpm giving a service speed of 15.3 knots.  She has been designed to carry pulp, plywood, linerboard, lumber, bulk cargoes and containers, and is an open-hatch well decker, with a raked stem, bulbous bow, transom stern, with one continuous freeboard deck.  Cargo can be carried in ten holds; loading and discharge taking place by means of two 30 ton gantry cranes.]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58862</guid>
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    <item>
      <title>DIMENSIONS AND DRAUGHTS OF BULK CARRIERS</title>
      <link>https://trid.trb.org/View/54213</link>
      <description><![CDATA[This is a summary of a report published in December 1975 by the Marine Transport Centre of the University of Liverpool. It provides a guide to the principal dimensions of individual ships currently comprising the world's fleet of dry bulk carriers.  The following aspects are covered: (a) the basic types and features of bulk carriers; (b) the relationships between size and dimensions; (c) the factors affecting operating draught; (d) the major technical factors affecting design and arrangement; (e) the influence of the Panama Canal on dimensions.  A series of graphs relating each of the principal dimensions to maximum deadweight are presented.  They give values for each of the dimensions which are representative of the fleet in general together with indications of the variation in each dimension which is available with the current fleet of bulk carriers.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54213</guid>
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    <item>
      <title>SUPER COAL/ORE CARRIER UNLOADS ITSELF AT 6,000 TO 10,000 TONS PER HOUR</title>
      <link>https://trid.trb.org/View/53535</link>
      <description><![CDATA[The self-unloading coal/ore carrier James R. Barker has a length oa of 1000 ft, a beam of 105 ft, a draft of 28 ft and is powered by two Colt-Pielstick PC-2V 400 nonreversible diesel engines each developing 8000 bhp at 520 rpm, reversing is accomplished through the cp propeller.  Cargo capacity-coal is 52 000 and the iron ore pellet capacity is 59 000 t.]]></description>
      <pubDate>Mon, 15 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53535</guid>
    </item>
    <item>
      <title>ONE THOUSAND FOOT GREAT LAKES SELF-UNLOADER</title>
      <link>https://trid.trb.org/View/47483</link>
      <description><![CDATA[The "JAMES R. BARKER" is the first of two self-unloading bulk carriers designed and built by the AMSHIP Division of the American Ship Building Company for operation by The Interlake Steamship Company, Cleveland, Ohio.  The original design concept contemplated by The Interlake Steamship Company predicted a vessel one thousand feet long, capable of carrying fifty-eight thousand long tons of taconite pellets and approximately fifty-two thousand short tons of coal, and be capable of being loaded at ports such as Taconite Harbor, Minnesota and Superior Coal Terminal, Superior, Wisconsin.  The design included a flat tank top, a cargo reclaiming machine and a forward deckhouse; however, early design study and cost analysis dictated moving the forward deckhouse aft and modifying the cargo hold configuration to include a three-belt unloading system with hopper slopes.]]></description>
      <pubDate>Wed, 13 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47483</guid>
    </item>
    <item>
      <title>UNIQUE PROPULSION SYSTEM DRIVES GYPSUM TRANSPORTATION'S NEW BULK CARRIER</title>
      <link>https://trid.trb.org/View/67186</link>
      <description><![CDATA[A steam turbine of only 8500 shaft horsepower powers a new 18,150-dwt bulk carrier, the Gypsum King.  The Gypsum King is unique in that a controllable-pitch propeller is used in conjunction with the geared steam turbines.  Both turbine speed and propeller pitch are controlled from the bridge with a single-level combination.  This article provides details on the bridge control unit, boilers, unloading equipment, electrical power and coatings used for the vessel.]]></description>
      <pubDate>Wed, 30 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/67186</guid>
    </item>
    <item>
      <title>PRESENTATION ON MV ARCTIC</title>
      <link>https://trid.trb.org/View/65417</link>
      <description><![CDATA[M/V Arctic is a modern, all purpose bulk carrier, with very large hatches and her own cargo handling gear.  The ship is double-skinned and equipped with a hull air-bubbler system to facilitate forward motion in ice.  Built to the rigid requirements of Canada's regulations for Arctic Shipping, the ship will be the world's first heavy icebreaking cargo vessel, designed to operate in high arctic waters independent of icebreakers.]]></description>
      <pubDate>Tue, 15 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65417</guid>
    </item>
    <item>
      <title>HOW THE ERIKSBERG BREAKS THE ICE</title>
      <link>https://trid.trb.org/View/65200</link>
      <description><![CDATA[The 32,500 tdw bulk carrier "ARTIC BULKER" has a length oa of 185.9 m, a beam of 26.5 m, a draft of 11.0 m and is powered by an Ericksberg B&W 7K74EF diesel engine developing 15,200 bhp at 139 rpm giving a speed of 16 knots. The vessel is ice strengthened and has a fixed propeller with ice fins mounted just ahead of the propeller.]]></description>
      <pubDate>Wed, 16 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65200</guid>
    </item>
    <item>
      <title>SOVIET-BUILT BULK CARRIERS</title>
      <link>https://trid.trb.org/View/65813</link>
      <description><![CDATA[The first, and so far largest, Soviet-built and engined bulk carrier has entered service.  She is the 50,000 ton "Zoya Kosmodemyanskava" completed by the Black Sea yard "Okean" of Nikilayev, and is the prototype of a series of ten placed with this yard along with the order to expand the yard's building/graving dock to accommodate vessels of this size.  This brought problems for the yard management but they coped by combining the building of the new dock with building the first vessel.  In the meantime three sister ships have been delivered.  Another item of interest is the coming into service of the first Soviet- built offshore drilling rig "Baky" (Baku) in the Caspian Sea.  Although there is one rig of this type already working in that area, the Dutch-built "Khazae" this is the first of its kind to be completed by a Soviet yard. This non-propelled jack-up unit is designed for water depths up to 60 ft., and was built in consultation with the American Bureau of Shipping.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65813</guid>
    </item>
    <item>
      <title>ICE BREAKING CARGO VESSEL SOON A REALITY</title>
      <link>https://trid.trb.org/View/65922</link>
      <description><![CDATA[Destined for service in 1978, the 28,000 dwt bulk carrier MV "Arctic" is being built by Porter Weller Drydocks Ltd. of St. Catherines, Ontario to an estimated cost of $40 million. Contrary to ice-strengthened vessels the "Arctic" will be a pioneer in her own right.  She will be the world's first heavy ice-breaking cargo vessel designed to operate in high Arctic waters independent of icebreakers.  The vessel will serve as a prototype for large vessels expected to be needed for the movement of gas and oil out of the Arctic to south Canada to meet future energy requirements.  It will also be used to determine more accurately the ice navigation regulations promulgated under the Arctic Waters Pollution Prevention Regulations.  The ship is specifically designed to carry lead-zinc ore rather than iron ore.  The ship is double-hulled to reduce the risk of pollution in the event of damage.  An air-bubbling system to reduce friction as the ship passes through the ice will be used, together with a special steering nozzle round the controllable-pitch propeller to increase thrust at low speed.  She will be able to maintain 3 knots through 2-foot thick ice.  Cargoes will be loaded and unloaded by the vessel's own cranes.  She has a cruising range of 13,500 nautical miles and fuel consumption at 10,800 BHP, loaded speed approximately 16 knots, will be about 38 tons per day.  The "Arctic" is designed to operate 5 months out of the year, without icebreaker support.  The vessel will be operated by consortium of Canadian companies, the Federal Commerce & Navigation (1974) Ltd., Canada Steamship Lines, both of Montreal, and Leitch Transport Ltd. of Toronto.]]></description>
      <pubDate>Wed, 15 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65922</guid>
    </item>
    <item>
      <title>DESIGNING AND BUILDING THE SELF-UNLOADER "CHARLES E. WILSON"</title>
      <link>https://trid.trb.org/View/15941</link>
      <description><![CDATA[The features of the Great Lakes self-unloading Motor Vessel CHARLES E. WILSON which may be unique or unusual are discussed in this paper.  The lines are filled out by a rounded bow and rake stern to give a gain in displacement of 1441 long tons as compared to the lines of the Great Lakes bulk carriers built 14 years ago.  The lines were model tested against a hull with a pointed bow and conventional shipshape stern and had 14% less resistance.  The hull is built of higher strength steel which saves 767 long tons in light ship weight with the same increase in cargo capacity. The ship has no boiler and has twin diesel main propulsion engines and electric heating for the quarters.  For winter operation, a large water heater is installed to provide warm water for de-icing decks and hatch covers.]]></description>
      <pubDate>Tue, 07 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15941</guid>
    </item>
    <item>
      <title>NORTHWIND: FIRST BULK CARRIER VERSION OF SANTA FE TYPE</title>
      <link>https://trid.trb.org/View/2485</link>
      <description><![CDATA[The first bulk carrier version of the Santa Fe class of vessel can carry containers above and below deck, having a capacity for 268 (20 ft ISO) units.  The hatch covers have been designed to accept two tiers of containers. An Euskalduna-MAN engine having an output of 9800 bhp at 140 rpm gave this vessel a trial speed at maximum draught, of 16.10 knots.  Northwind is also fully fitted for navigation in the St. Lawrence Seaway.  Principal particulars are given, with details of the general arrangement, loading scale, cargo facilities, machinery, and steam generator.]]></description>
      <pubDate>Sun, 13 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2485</guid>
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