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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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    <item>
      <title>MECHANICAL CLEANING AID</title>
      <link>https://trid.trb.org/View/160808</link>
      <description><![CDATA[A brief description is given of three mechanical aids manufactured by Paul Hammelmann Maschinenfabrik, of Oelde, West Germany, for use in dry docks.  The first of these is the Dockknight, an automatic self-contained hydraulically-driven unit which is mounted on the dock wall and has a "workbasket" at the operating end of a jib.  The jib, which can be slewed and luffed, has a total extension of about 40 m.  All movements and operations are controlled by a single operator, who has an unrestricted view of the hull from his control cabin on the base unit.  Different types of workbasket are supplied to suit the various applications, which include high-pressure cleaning, derusting, descaling, shotblasting (which is dust-free), paint spraying, mechanical cutting, welding, burning, and repairs and inspections.  The system is "tailor-made" to suit the requirements of each customer.  The second mechanical aid is the Dockmaster, a mobile unit which works inside or outside the hull in a dry or floating dock. The unit, mounted on a platform with four-wheel steering, has a workbasket at the end of a jib, which can be telescopic or of the shear-arms type.  Applications are similar to those of the Dockknight, and some advantageous rates are claimed for hull cleaning, paint spraying, and shotblasting.  Complementing the Dockknight and the Dockmaster is the Dockboy, which is used for the high-pressure cleaning, barnacle removal, and descaling of the underside of the hull.  It can also be used for clearing the dock walls and floors.  The article mentions that a combination of all three of these aids would be an attractive proposition, and that reduction of pollution and health hazards has been given particular attention in this equipment.  Order from BSRA as No. 54,132.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160808</guid>
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    <item>
      <title>AUTOMATION OF WORK PROCESSES IN SHIPYARDS</title>
      <link>https://trid.trb.org/View/158397</link>
      <description><![CDATA[Part A - The loading Area - This report deals with building sections in the loading area.  A series of production plans for various combinations of sections and section weights have been constructed.  The building of complete section discs seem to give a total increase in efficiency of about 20%.  Besides an increase in efficiency, environmental improvements can be expected.  Three representative pilot ships have been used as reference in the project.  Part B - The engine room area - The report concerns outfitting of the engine room area in advance.  Various methods are described: Prefabrication, mounting of different parts outside of the hull and section equipping.  With a high degree of early outfitting certain demands must be made on the arrangement of the engine room, planning and section size.  NSFI has developed a computer program for grouping components in the engine room.  In building complete sections, the possibilities for section outfitting will increase.  A rough analysis shows that a high degree of prefabrication may reduce the working hours about 15%, or about 3% of the total hours spent.  Part C - The Superstructure -Five different building methods are proposed.  Particular weight is put upon: Block building; Rigging with prefabricated modules. Block construction makes it possible to equip considerable parts of the superstructure before installing them on board the ship.  Again a reduction in man-hours is obtained.  One gets a more even load on the equipment department, easier transport of men and parts.  An interestiung method is to have the superstructure constructed of prefabricated modules.  They may be completely finished elsewhere and just the final rigging is left to the workers on board.  This makes possible a very flexible construction and also a high degree of standardizaiton.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158397</guid>
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    <item>
      <title>CHARACTERISTICS AND CONSTRAINTS OF SHIPBUILDING IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/143020</link>
      <description><![CDATA[There are basic differences between the operating environment of shipyards and that of other manufacturing industries.  The environment is inherent in the nature of the product and the market and, in the long run, it determines the characteristics of the shipyard.  There are also important differences between the operating conditions in U. S. and foreign shipyards.  The paper is based on the authors' experience in shipyards building or repairing major naval and merchant ships.  This includes about two-thirds of the shipyards of the Active Shipbuilding Industrial Base as defined by the Navy and the Maritime Administration.  The markets of these yards and the other shipyards overlap to some extent and the same basic operating concepts and technology apply.  The paper is, however, addressed primarily to the products and conditions of the major shipyards.  It consists of four sections: the ship, the market, the shipyard, and the management.  Each section contains data on recent history, trends and present conditions.  Examples of important changes in product, market and production are presented.  The most important differences between U. S. and foreign shipyards are discussed briefly, and the effect of these conditions on production and management practices in U.S. shipyards is examined.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143020</guid>
    </item>
    <item>
      <title>SHIP ASSEMBLY TECHNOLOGY</title>
      <link>https://trid.trb.org/View/53948</link>
      <description><![CDATA[The application of mechanised assembly lines and advanced hull construction techniques in shipbuilding is discussed. Mechanised assembly is a vital component of high output shipbuilding facilities.  The design of a mechanised line is outlined and its associated high work content component assembly lines discussed.  The effects and advantages of advanced outfitting are outlined.  The adoption of advanced hull construction techniques leads to better utilisation of the shipyard and its equipment.  Construction work is reduced by increasing the work carried out during steelwork and outfit manufacturing.  The design of the block breakdown of a ship to enable blocks to be free standing and allow easy access to the construction joints is set out.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53948</guid>
    </item>
    <item>
      <title>CONSTRAINTS IMPOSED ON DESIGN AND TECHNICAL ACTIVITIES BY SHIPBUILDING PRODUCTION TECHNOLOGY</title>
      <link>https://trid.trb.org/View/53949</link>
      <description><![CDATA[Recent years have seen a rapid advance in shipbuilding production technology.  For production to achieve the full potential from developments in machines, processes, and production organisation, it is essential that the changing demands on the technical departments are recognised and acted upon.  This paper identifies the major constraints imposed on the technical departments by production technology and considers in detail the influence of machines, design for production, numerical control, organisation of production, and information systems.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53949</guid>
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    <item>
      <title>SELF-ADAPTIVE COMPUTER CONTROL OF A SHIP FRAME BENDING MACHINE, PART II</title>
      <link>https://trid.trb.org/View/48986</link>
      <description><![CDATA[The design and implementation of a minicomputer control for a ship frame bending machine is described. This project automates frame fabrication by using cold-forming four-point bending techniques. The control software can accept data produced by the AUTOKON computer system and can automatically account for springback and for errors in bending or feeding by a self-adaptive algorithm. The Case Western Reserve bending system incorporates state-of-the-art computer technology to upgrade the beam bending operation to a faster and more accurate process that is free of many previously unavoidable human errors. The machine also employs principles of mechanics, made practical by the improved electronic control, that produce a structurally superior bend. Although beam bending represents a small fraction of the total costs of shipbuilding, the potential exists for reduced construction costs throughout the ship assembly process. Potential applications of this system are in no way limited exclusively to shipbuilding.]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48986</guid>
    </item>
    <item>
      <title>THE MECHANICAL DEVELOPMENT OF A SHIP FRAME BENDER IN SCALE. PART I</title>
      <link>https://trid.trb.org/View/48990</link>
      <description><![CDATA[The shipbuilding process must be made less labor intensive and more capital intensive. This report concerns the design of a computer-controlled system for the cold forming of ship frames. A machine is described which will permit cold forming of profiles by a method based on the production of a series of local deformations by means of pure moment bending rather than the more conventional three point bending. The use of pure moment bending permits the separation of the plane of moment application and the plane of deformation. This permits the design of a machine with the unique capability of bending beams with symmetrical and non-symmetrical cross-sections without out-of-plane deformation. A second advantage of this new bending process is the uniformity of the bending moment and the absence of shear forces in the bent section of the beam. The design of a one-sixth scale bending mechanism is presented, its bending efficiency is discussed relative to more conventional bending mechanisms, and the general control algorithm is described for computer-controlled operation of the bending mechanism.]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48990</guid>
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    <item>
      <title>SOME EXPERIENCES IN IMPLEMENTING NUMERICAL METHODS IN A SHIPYARD</title>
      <link>https://trid.trb.org/View/64338</link>
      <description><![CDATA[The Authors (of, respectively, Cammel Laird and B.S.R.A.) relate some experiences gained, during the first phase of a period of modernisation at Cammel Laird's shipyard, in introducing numerical processes into production (so complementing the established use of computers in the design office).  Some problems and solutions of general interest are discussed.  Three main topics are considered.  The first concerns initial planning, and covers the scheduling of the implementation period, the training of parts programmers, and the establishment of lines of communication.  The changeover calls for flexibility in the numerical methods and the occasional tuning of the software.  The second topic is the application area.  The BRITFAIR and BRITSHELL modules of BRITSHIPS have been applied to the StaT 32 and StaT 55 series hull-forms and, more recently, to StaFF 20. Control tapes for NC flame-cutting have been produced, together with manufacturing information for shell setts and shell-jig heights.  A proprietary system of marking for longitudinal and transverse frames has been introduced.  Data links have been investigated, and the B.S.R.A. bureau service is used "on-line" when appropriate. Finally, some lessons learned during the introduction of numerical methods are summarized.  The introduction of these methods entailed a re-appraisal of the shipbuilding process and its areas of responsibility, and formalised the lines of communication.  The production departments' confidence in the system has had to be won; information exhange is invaluable for this.  Continuing collaboration between the systems analysts and the production departments is essential if the experience gained from one ship is to be exploited in the next.]]></description>
      <pubDate>Wed, 23 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/64338</guid>
    </item>
    <item>
      <title>A WORKSITE WHERE EVEN THE BUILDINGS CAN BE MOVED ABOUT</title>
      <link>https://trid.trb.org/View/66803</link>
      <description><![CDATA[A description is given of a slide-pad system used at the Howdon yard, Wallsend, of William Press Production Systems Ltd to assist the movement of large heavy structures, such as oil and gas processing modules (for offshore installations) or sub-structures thereof, during their construction.  The completed modules, which may weigh over 2,000 tons, are handled at the quayside by two floating cranes which load them on to barges.  The slide-pad system is used for moving completed modules to the quayside and for shifting large sub-structures during module construction; it is also used for the movement of two large (100 by 80 by 80 ft) workshops within the production area (it is sometimes necessary to take the workshop to the work).  A set of parallel channels, 3 inches deep, 10 ft apart, and about a foot wide, are crossed at right-angles by a similar set of channels to form a grid or matrix in the piled reinforced- concrete floor of the main production area, which measures 400 ft parallel to the Tyne by 360 ft wide.  The channels provide tracks for moving the structures, and their intersections allow 90-deg. changes in direction.  When the channels are required for use, their protective steel covers are removed and steel plates faced with PTFE are laid along the bottom.  The loads, or the frames or "rafts" on which they are constructed, are supported on the grid by steel PTFE-faced pads spaced at 10-ft intervals and are moved by "Tugmaster" vehicles, with the assistance, where necessary, of sheave blocks.  The workshops are temporarily cross-braced between their side walls, and fitted with pads, before they are moved.  The grid has service lines for heating, lighting, fume extraction, etc., with convenient outlets at different locations in the yard.  It also includes a system of 50 weighing-jacks for the accurate weighing of structures and determination of centres of gravity.]]></description>
      <pubDate>Wed, 23 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66803</guid>
    </item>
    <item>
      <title>MITSUI ZOSEN DEVELOPS SHIP RECYCLING SYSTEM</title>
      <link>https://trid.trb.org/View/66804</link>
      <description><![CDATA[A brief description is given of a "ship recycling system", recently developed by Mitsui Engineering & Shipbuilding, for facilitating the work in the breaking-up of ships for scrap. A rationalised system is needed for this work because of the number and size of the ships now being scrapped; with this Mitsui system, only about one-quarter of the man-hours normally required is needed.  The system employs a scrapping-unit of the floating-dock type, together with a recycling barge.  After removal of the ship's masts and some other fittings, the hull is hauled into the scrapping-unit, which is equipped with gas-cutting and conveying equipment. An operator carries out the cutting by remote control from a cabin on a special portal-crane on which the equipment is mounted; the cabin and the cutting-machine can be adjusted mechanically in position and direction, and the cut-away metal, in the form of small scrap, is removed by monorail cranes; no staging or floating cranes are required.  The scrap is taken by conveyors to the recycling barge, where it is sorted and finally sheared and pressed.  The article, which does not state whether the system is yet in operation, includes a diagram of the scrapping unit and a photograph of a model of the system (the model appears to have two operating-cabins).  Features of the system include increased safety and, as oily waste can be collected in the scrapping unit, prevention of pollution.]]></description>
      <pubDate>Wed, 23 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66804</guid>
    </item>
    <item>
      <title>100,000 DWT FLOATING DOCK "SAGAMI"</title>
      <link>https://trid.trb.org/View/46249</link>
      <description><![CDATA["Sagami", a floating dock newly built for IHI's own use in view of the shortage of repair docks in Japan, is now in operation at the site of IHI's Yokohama Shipyard.  Being the "solid type" floating dock first constructed in Japan, she is moored at the site by the sliding guide type mooring equipment which was developed by IHI for use with "Sagami" for the purpose of ensuring safety and reliability in mooring under difficult conditions, especially in typhoon weather.  Beside the above, she has many other unique points: two main lines of ballast water piping with two large dewatering pumps are installed on the basis of our extensive experience in the designing of super tankers, which enables her to operate quite easily and speedily; moreover, a complete drainage water cleaning system is adopted.  Namely, in addition to the ordinary sewage system for drainage from showers and W.C.s, IHI-CHEMAP funda filter is provided to treat dock bilge water including 5,000 tons of water discharged from a drydocked ship.  She is further modernized with powered equipment such as air-operated bilge blocks, painting stages of both sides, ship position fixing system, hydro-jet cleaning system and so on.]]></description>
      <pubDate>Mon, 23 Aug 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46249</guid>
    </item>
    <item>
      <title>STUDY ON THE FORMING OF HULL PLATE BY LINE HEATING METHOD</title>
      <link>https://trid.trb.org/View/36996</link>
      <description><![CDATA[The forming of hull plate by line heating method has been largely dependent upon the skills of experienced workers. Because of the recent trend toward the decrease in the number of skilled workers, it has become necessary to mechanize the line heating operation and establish the forming technolgy.  An experimental multi-torch line heating apparatus was developed with a follow-up system by means of an eye tracer.  As a preliminary step for the practical application of this apparatus an analysis was made of the temperature distribution in plates under various heating conditions, including the heat source, and experimental constants were introduced into the temperature distribution formula.  An analysis was made of the bending angle using a heating deformation model on the basis of the temperature distribution.  The results were confirmed by conducting a bending test.  The forming of several types of hull plates was attempted by means of the line heating apparatus and bending forms sufficiently close to the desired forms were obtained.  The results are discussed together with the deformation mechanism by line heating.]]></description>
      <pubDate>Wed, 21 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36996</guid>
    </item>
    <item>
      <title>HEAVY LOAD MOVING SYSTEMS</title>
      <link>https://trid.trb.org/View/33685</link>
      <description><![CDATA[Three heavy-load-moving systems are outlined here, two for horizontal transfer movement and one for hoisting or lowering.  All schemes use hydraulic jacks for muscle and for control.  All are aimed at low capital investment and maximum flexibility.  Any specific application of a system will require that it be custom designed to suit the specific needs of the yard, with capacity for expansion at a later date.  The Hydranautics Gripper Jack is a tool for applying very large traction forces to transfer a ship or module structure horizontally.  The basic elements in the tool are a hydraulic gripper and a jacking cylinder. The jacking cylinder provides the traction force which moves the load.  The gripper is a movable friction lock which anchors the jack and reacts the jacking thrust into a stationary jacking flange.  Usually a number of gripper jacks are employed to move a load.  The load normally rests on two or more wood sliders which travel on greased skid ways.  Integral with each skid way are jacking flanges on which the jacks are mounted.  The jacks push against the sliders which support the load or against the load itself, and react their thrust through the grippers into the jacking flanges.  Gripper clamping is done through direct hydraluic means without force-multiplying linkage.  The total clamp force on the jacking flanges will often exceed the tonnage being moved by a factor of two.  For example, grippers totalling 2,000 tons of clamp force may be used to move a 1,000-ton load.  Systems have been produced using multiple jacks and single or multiple power-supply units to suite a wide variety of applications, such as: 1) Moving 6,000-ton offshore drilling structure sideways onto launching ramp.  2) Bidirectional moving of ship sections and barges. 3) Moving 12,000-ton offshore oil platform "jacket" from building ways to launch barge. 4) Moving stern sections for tandem construction. 5) Moving 15,000-ton ship sections from ground ways into floating dry dock. 6) Moving 11,000-ton ship down incline slip way, using "extrusion" technique of construction.]]></description>
      <pubDate>Wed, 05 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33685</guid>
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    <item>
      <title>THE RISING COSTS OF SHIP CONSTRUCTION</title>
      <link>https://trid.trb.org/View/33664</link>
      <description><![CDATA[The enormous increase in newbuilding prices during recent years has primarily been due to cost-push factors and has to a lesser extent been due to cyclical demand-pull influences. Such are the prices of new vessels, that a one percent escalation in costs could represent an additional cost of $1 million. The study examines trends in labour, steel and machinery prices in the major shipbuilding countries and estimates the direction and magnitude of such prices up to the end of the 1970's, in view of the variety of measures which shipbuilders are adopting/may adopt to combat and control costs. These measures include the development of new shipyard configuration, the construction of new yards in low labour cost countries, the increasing standarisation of machinery and vessel design and a decrease in the variety of vessel types. Other cost reducing measures may include the formation of large, perhaps multi-national shipbuilding groups and further vertical integration of the industry, to include main engine builders and ancillary suppliers. The future possible structure of the industry is assessed and the question is raised as to whether, because of increasing costs, the shipbuilding industry will by the early 1980's resemble that of the aircraft industry, with only one major shipbuilding country.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33664</guid>
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    <item>
      <title>A STUDY ON PRE-ERECTION SYSTEM IN HULL CONSTRUCTION</title>
      <link>https://trid.trb.org/View/39772</link>
      <description><![CDATA[The Shipyard lay-out and facilities have been modernized in line with the adoption of the block construction process. In these days the most modernized shipyards have been newly constructed both in Japan and abroad to cope with the increased demand of superlarge type ships.  In the first stage of these new shipyards simply a single building dock each was constructed in view of the then prospect of newship tonnage to be built and the cost of the deck construction.  After that due to the ever increasing demand for super-large ships, it became necessary either to lengthen the dock or to add another new dock in which the after block of the hull containing the machinery space to be pre-erected.  Even in this case, it was necessary to float and shift the pre-erected after-ship block, and this process was not so easy due to the problems for the adjusting of its draft and trim.  As the next stage the pre-erection process of the aft part of the ship including machinery space and some oil tanks was adopted.  But even in this process it was necessary to float and shift the portion, and though the draft problem was solved, the labor manhour balancing problem remained unsettled.  To solve this problem new shipyards with dual entrance dock or two building docks have emerged.  In these docks, the pre-erected hull portion are constructed without shifting. At the same time, in some docks the pre-erected hull portions are shifted mechanically in lieu of the floating procedure.  In this essay, the authors intend to explain these aforesaid various construction methods.  At first the theoretical explanation of the construction process is made and then calculation of the length of the necessary pre-erection dock to peak-shaving the labor manhours is shown.  As a result, it is concluded that the mechanical shifting of the pre-erected portion from the pre-erection dock with a suitable length shall be very advantageous to solve the problems.  Finally the authors describe the fundamental design of the mechanical moving system.]]></description>
      <pubDate>Tue, 29 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/39772</guid>
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