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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>
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    <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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      <title>COMPONENT STATISTICAL ANALYSIS: AN AID TO SHIPYARD DESIGN</title>
      <link>https://trid.trb.org/View/39736</link>
      <description><![CDATA[This article describes a ship hull component classification system which has been designed to allow a component statistical analysis to be carried out in shipbuilding. The system is of the 'fixed' digital significance type, and has nine digits, the first six which describe the geometric shape and the final three which describe the component dimensions.  An example of the system is provided including the manner in which this system can facilitate shipyard operations.]]></description>
      <pubDate>Thu, 24 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39736</guid>
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      <title>PROBLEMS IN THE DESIGN OF SHIPYARD TRANSFER INSTALLATIONS FOR THE DRY MOVEMENT OF LARGE SHIPS</title>
      <link>https://trid.trb.org/View/153410</link>
      <description><![CDATA[The Authors first review the problems and alternative solutions in choosing the layout of a "horizontal" shipyard in which ships are repaired or built on dry berths level with the rest of the yard.  Drawings are given of preliminary designs for the layout of:--(a) A yard for repairing 90,000-dwt ships (six berths) and for building 120,000-dwt ships (one berth), and including a 35,000-tonne mechanical ship-lift, and carriages and a transfer system for moving the ships in the yard.  (b) A six-berth yard similar to (a) but for repairs only, with a 22,000-tonne ship-lift.  (c) A repair yard of similar capacity to (b) but with access through a shallow water-channel.  (d) A two-berth yard for building 120,000-dwt ships, with launching by means of a transfer system and a 22,000-tonne floating dock.  The many considerations applying to the choice facilities and layout, including civil engineering requirements, are discussed in detail.  Procedures in which rail-borne carriages or trolleys are used for the movement of ships within the yard are then described, with particular reference to the method of transfer between longitudinal and lateral movement of the ship; the respective merits and drawbacks of hydraulic and non-hydraulic transfer systems are discussed in general terms.  Brief information is included on systems used in some Spanish and other shipyards.  Tractors and other devices, including self-propulsion, for hauling the carriages are also described and discussed.  In a brief consideration of some associated matters, it is mentioned that the area near a ship-lift in a repair yard can be advantageously used for hull cleaning.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153410</guid>
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      <title>OPTIMUM SHAPE OF FUTURE SHIPREPAIR YARDS</title>
      <link>https://trid.trb.org/View/76094</link>
      <description><![CDATA[The expected characteristics of future specialized merchant vessels are reviewed, and the requirements to be met by future ship repair yards are stated.  Optimization criteria are presented with a view to shipyard specialization. Shipyard space planning is dealt with, and the impact of technological developments is discussed, with a section devoted to covered floating docks. Order from NSFI as No. 14904.]]></description>
      <pubDate>Tue, 14 Nov 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/76094</guid>
    </item>
    <item>
      <title>NEW FLEXIBLE SHIPBUILDING AND SHIP REPAIR FACILITIES</title>
      <link>https://trid.trb.org/View/69149</link>
      <description><![CDATA[Sun Shipyard was faced with the need of upgrading facilities to accommodate the potential for larger vessels--in particular tankers in the range of 100,000 to 400,000 DWT and also LNG ships of 125,000 cubic meter capacity.  Certain "must" parameters for the facilities were established. These included (a) the facility must be flexible to cope with the unpredictable market and changing opportunities, (b) the facilities should be capable of constructing vessels of all sizes up to a 400,000 DWT tanker in a cost effective manner, (c) ships constructed at the yard should be able to be dry-docked at the yard and dry-docking should not be dependent on building schedules and occupany of the building location, (d) the facilities should include a pier parallel to the river for large vessels--constructed in a location so that minimum dredging would be required, and (e) the existing program of shipbuilding and ship repair should have minimum interference while new construction was underway. Facilities which has been newly constructed in both this country and abroad were examined in detail.  None of the methods used are perhaps unique in themselves but the combination of various features provides a facility which meets fully the objectives.  The facility is adaptable not only to the construction of ships but also for building other floating structures such as prestressed concrete caissons, offshore platforms, and other nonship structures. It is also suitable for putting ships on land for extensive underwater modifications where repairs can be made in a more efficient location.  The complete facility was authorized in November 1973 and the first keel was laid in April 1975. The total cost of all the improvements including the floating dry dock was approximately $50,000,000.  This paper describes in detail the Shore Facility and Transfer System, the Floating Dry Dock, and the 800 Ton Floating Crane.]]></description>
      <pubDate>Wed, 03 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69149</guid>
    </item>
    <item>
      <title>PUMPING TESTS FOR THE NEW HELLENIC SHIPYARDS DRYDOCK AT SKARAMANGA</title>
      <link>https://trid.trb.org/View/60355</link>
      <description><![CDATA[Preliminary tests and full-scale tests during the initial construction phase of the project are described.  The full-scale tests were intended as a check on the design assumptions, on which feasibility of the project depended. The actual drydock will be 420 m long by 75 m wide by 9.5 m deep, with provision for extension to a length of 550 m.  It is designed for building ships up to 500,000 dwt.  and will be equipped with all necessary quays, pump stations, gates, and crane rails.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60355</guid>
    </item>
    <item>
      <title>STUDY OF THE FEASIBILITY OF ESTABLISHING SHIPBUILDING/SHIPREPAIRING FACILITIES AT GUANICA BAY</title>
      <link>https://trid.trb.org/View/62432</link>
      <description><![CDATA[A feasibility study is reported for the establishment of a shipyard in Puerto Rico. The design of shipbuilding and ship repair facilities incorporates features of modern technology that facilitate a rapid build-up of production. One main objective is to allow shipbuilding to commence within six months of a decision to proceed. Included is an expansion of construction facilities, construction of barges and construction of vessels up to 100 m in length. Results of the study are favorable to the establishment of such a project.]]></description>
      <pubDate>Thu, 17 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62432</guid>
    </item>
    <item>
      <title>A MANAGEMENT INFORMATION SYSTEM. DESIGN AND IMPLEMENTATION IN A MEDIUM-SIZED SHIPYARD</title>
      <link>https://trid.trb.org/View/54743</link>
      <description><![CDATA[The report deals with the "K&H 1990 Precedence Program" for project network analysis (PNA).  It describes the concept behind the system, the shipyard requirements, the general structure of the system and problems encountered during implementation.]]></description>
      <pubDate>Thu, 13 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54743</guid>
    </item>
    <item>
      <title>CREATING A PRODUCTION FACILITY FOR STANDARD SHIPS</title>
      <link>https://trid.trb.org/View/53346</link>
      <description><![CDATA[The paper reviews the history of standard ships, and describes the standard models "SD 14" and "SD 26" and the reasons for their selection.  Outline arrangements are given.  The design of the shipyard is then dealt with, together with principles from improving output and productivity.  The unit build-up and construction plan to achieve a 20-day production cycle from the new block assembly/semi-tandem berth complex is analyzed in detail, attention being drawn to the advanced outfitting which is a key feature.]]></description>
      <pubDate>Thu, 04 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53346</guid>
    </item>
    <item>
      <title>BOSTON NAVAL SHIPYARD: A REUSE STUDY</title>
      <link>https://trid.trb.org/View/33563</link>
      <description><![CDATA[The change in Boston income resulting from five different reuses of the former Boston Naval Shipyard (BNS) has been economically analyzed over a broad range of employment, investment, operating cost, and revenue (market) assumptions.  The reuses examined are: an apartment development, marina, construction of mobile oil drilling rigs, construction of offshore oil service boats, and a shipyard.  Comparisons (e.g. size of initial investment) between reuses are made and the marketability of the BNS for the reuses examined.  A background introduction, a market analysis, an economic model, and a discussion of key results are presented for each reuse.  Definitions of technical terms and a description of the BNS and its facilities are included.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33563</guid>
    </item>
    <item>
      <title>CRINAVIS SETS UPHILL TASK TO LNG CARRIER HOPEFULS</title>
      <link>https://trid.trb.org/View/34672</link>
      <description><![CDATA[The world's first purpose-designed shipyard for LNG carrier production is described, as is the type of LNG ship which will be constructed at the yard. The production method which will be followed by the shipyard is described, as is the gas containment system, the pedestal structure for the containment tank and prototypes of the ships to be constructed. Reasons for the selection of the containment system are given, and the construction method of the tanks is also discussed, as is the transportation system which will be utilized in moving the completed tanks from one part of the shipyard to another.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34672</guid>
    </item>
    <item>
      <title>ARIAKE: HITACHI MAKES WOMB FOR ULCC'S</title>
      <link>https://trid.trb.org/View/38549</link>
      <description><![CDATA[A description of a shipyard, with the capability of constructing million-ton tankers, is presented.  While this yard has this capability, at the present time it is concentrating on constructing ULCC's of up to 500,000-dwt using the twin-dock building method.  This construction method is explained, with its advantages included.  The site of the shipyard, the use of a block production system for hull components, the outfitting section of the yard, and the computer control system are all discussed and described in the article.]]></description>
      <pubDate>Thu, 29 May 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38549</guid>
    </item>
    <item>
      <title>ENERGY CONSERVATION A CASE STUDY FOR A LARGE MANUFACTURING PLANT</title>
      <link>https://trid.trb.org/View/18359</link>
      <description><![CDATA[The methods of formulating, implementing, and evaluating a conservation program in a commercial building or light industrial plant are examined in this paper.  The results of one case study are also presented.  In commercial and light industrial applications, most energy is consumed to maintain proper environmental conditions; light levels, heat levels, and fresh air levels.  Most buildings today expend too much energy on these services.  A co-ordinated program to maintain environmental conditions at levels pointed out in this report could save as much as 20% each year in energy consumption.  This report presents a method that can be used by many commercial and light industrial concerns to establish a conservation program.  Guidlines are presented that can be used to examine environmental conditions and determine how they must be changed.  A system of program analysis is also presented.  Results of this study show that saving 20% is possible, but motivation of the company and workforce will be a problem.  The report also concludes that new buildings can be made more energy efficient if energy conservation is kept in mind during building design.]]></description>
      <pubDate>Tue, 12 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/18359</guid>
    </item>
    <item>
      <title>A SHIP (AND SHIPYARD) GROWS IN BROOKLYN</title>
      <link>https://trid.trb.org/View/12999</link>
      <description><![CDATA[The old Brooklyn Navy Yard has been transformed into a modern shipyard by Seatrain Lines, Inc., and it is expected to be able to build two new supertankers per year as all the new shipbuilding machinery is brought into play.  The operation of the shipyard is described from the plate preparation through to the paint shop.  Features of each step in the shipbuilding process are explained, with specific capacities of the equipment used included in the explanation.]]></description>
      <pubDate>Thu, 31 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12999</guid>
    </item>
    <item>
      <title>THE SCANDINAVIAN MARITIME COMMUNITY: A SPECIAL REPORT</title>
      <link>https://trid.trb.org/View/851</link>
      <description><![CDATA[The Maritime Administration sent a three-man team on an investigatory trip to Scandinavia from November 9, 1970, through November 27, 1970.  Its purpose was to provide an in-depth assessment of the prosperous maritime industries of Norway, Sweden, and Denmark. During its three-week tour, the team had extensive discussions with shipowners and shipbuilders associations and visited shipyards, research institutes, and universities.  Particular emphasis in the survey was placed on the interrelationships between government, industry, and universities, and on the conduct and implementation of research.  Consideration of innovative technical and managerial techniques ranged from economic marketing to computer-assisted regulatory decisions and automated ship production. A resume of the findings is included plus recommendations for:  development of a private SHIP COMPUTER CENTER to provide a coordinated, centralized hardware and software capability for the U. S. maritime community; the establishment of a SHIP MANNING BOARD to provide a forum for the discussion of the effects of technical, economic and social change on shipboard manning and the establishment of a MARITIME RESEARCH COUNCIL to provide coordinated, centralized direction of maritime research and development.]]></description>
      <pubDate>Mon, 13 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/851</guid>
    </item>
    <item>
      <title>NKK TSU YARD FEATURES WORLDS FIRST CANALOCK BUILDING DOCK</title>
      <link>https://trid.trb.org/View/1443</link>
      <description><![CDATA[The 500,000 dw/t capacity building basin at Nippon Kokans new Tsu Shipyard is the worlds first dual-entrance type dock.  Capable of being opened to the sea at both ends, the dock resembles a miniature canal.  The yard has a total employment of 2175, of whom 385 are in administration and design/ the other 1790 are yard personnel.  The basic policy in planning the Tsu yard was the construction of facilities for most efficiently building tankers in the 150,000 to 200,000 dw/t range and with sufficient space for tandem construction of 100,000 dw/t bulk and ore carriers, and tankers exceeding 200,000 dw/t.  Construction capacity is six tankers of 150,000 dw/t/yr, requiring a fabrication capacity of about 12,000 t/mo.  Details are given for-degree of automation, receipt of material, material flow, the hull ship, production lines, transporting blocks, goliath cranes, major features and proposed methods of operations in the dual entrance building dock, the equipment shop, pump stations, and the repair dock.]]></description>
      <pubDate>Tue, 07 May 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1443</guid>
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