<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>REPORT TO THE PRESIDENT ON AN EVALUATION OF DEVICES AND TECHNIQUES TO IMPROVE MANEUVERING AND STOPPING ABILITIES OF LARGE TANK VESSELS</title>
      <link>https://trid.trb.org/View/156177</link>
      <description><![CDATA[This report is the final in a series of five that were initiated by the President in his 17 March 1977 message to Congress on the reduction of marine oil pollution.  The report presents the basic definitions of maneuvering and stopping abilities and an assessment of the maneuvering and stopping abilities of existing tank vessels as a function of deadweight, compared to those of dry cargo vessels.  Using the methods for evaluating maneuvering abilities that are outlined, various devices that have been proposed were examined.  The initial evaluation was based on the degree of improvement in the maneuvering ability, the cost and the effect on the design of the vessel for each device.  A mathematical (simulation) model was employed to further evaluate the most promising devices.  A description of each operational technique has been included.  The evaluation of the operational techniques was performed primarily by reporting on various full scale tests.  The findings indicate that good maneuvering characteristics can be achieved for tank vessels, but without some guidance or requirement, this is not generally considered in the design cycle for new ship construction.]]></description>
      <pubDate>Wed, 08 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156177</guid>
    </item>
    <item>
      <title>NHTSA'S HEAVY DUTY VEHICLE BRAKE RESEARCH PROGRAM REPORT NUMBER 11 -- EVALUATION OF STOPPING PERFORMANCE OF TRAILER ANTILOCK BRAKE SYSTEMS</title>
      <link>https://trid.trb.org/View/472123</link>
      <description><![CDATA[In order to better understand the functioning of antilock brake systems on pneumatically braked trailers, a series of tests were conducted to evaluate different ABS control strategies, performance variations among systems supplied by different manufacturers, and the operation of ABS on double and triple trailer combinations.  The testing showed that there was relatively little difference in the stopping capability of the vehicle with the various control strategies and with the various manufacturers' systems.  The only exception to this was in the case of a split coefficient surface of a maneuver where there was significant weight transfer from one side of the vehicle to the other.  In these two situations, the systems which use axle control strategies had longer stopping distances than those using individual wheel or side-by-side control.  These results held true for the doubles and triples combinations as well. Additionally, it was found that the stopping capability of doubles and triples combinations was particularly enhanced with ABS on the trailers and dollies compared to having ABS on just the tractor in the case of mixed loads, where some of the trailers in the combination are loaded and some are not.]]></description>
      <pubDate>Thu, 08 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472123</guid>
    </item>
    <item>
      <title>CALCULATION OF STOPPING ABILITY OF SHIPS</title>
      <link>https://trid.trb.org/View/158177</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158177</guid>
    </item>
    <item>
      <title>MOTION, THE THRUST AND TORQUE OF RETARDING SHIPS</title>
      <link>https://trid.trb.org/View/158206</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158206</guid>
    </item>
    <item>
      <title>ON THE STOPPING ABILITY OF SHIPS</title>
      <link>https://trid.trb.org/View/158260</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158260</guid>
    </item>
    <item>
      <title>REPORT TO THE PRESIDENT ON AN EVALUATION OF DEVICES AND TECHNIQUES TO IMPROVE MANEUVERING AND STOPPING ABILITIES OF LARGE TANK VESSELS</title>
      <link>https://trid.trb.org/View/163174</link>
      <description><![CDATA[This report is the final in a series of five that were initiated by the President in his 17 March 1977 message to Congress on the reduction of marine oil pollution.  The report presents the basic definitions of maneuvering and stopping abilities of existing tank vessels as a function of deadweight, compared to those of dry cargo vessels.  Using the methods for evaluating maneuvering abilities that are outlined, various devices that have been proposed were examined.  The initial evaluation was based on the degree of improvement in the maneuvering ability, the cost and the effect on the design of the vessel for each device.  A mathematical (simulation) model was employed to further evaluate the most promising devices.  A description of each operational technique has been included.  The evaluation of the operational techniques was performed primarily by reporting on various full scale tests.  The findings indicate that good maneuvering characteristics can be achieved for tank vessels, but without some guidance or requirement, this is not generally considered in the design cycle for new ship construction.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163174</guid>
    </item>
    <item>
      <title>STOPPING ABILITY OF SHIPS WITH MEDIUM SPEED DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/166067</link>
      <description><![CDATA[In ship-stopping manoeuvres, there can be difficulties in the reversing of four-stroke medium-speed Diesel engines of high m.e.p. that drive fixed-pitch propellers of high pitch/diameter ratio.  The Author presents a study, carried out in co-operation with the M.A.N. company, on this problem.  It is found that the reversing of such a propeller requires a large turning moment to be produced by the starting air.  Delays in opening starting valves must be avoided by direct control of the valves, and delivery of the air should incure only the mimimum of loss.  Meeting these requirements adequately should enable the engine to be reversed in a shorter time than has been possible hitherto, and stopping distance can thereby be reduced by about 20%.  A further reduction of 20% is obtainable by using a shaft brake or a decompression device.  The study is presented in some detail, and the application of the conclusions reached is illustrated in a numerical example for the case of a cargo ship having a fixed-pitch propeller with a P/D ratio of 0.932.  Order from BSRA as No. 54,612.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166067</guid>
    </item>
    <item>
      <title>EXPERIMENTAL DATA ON THE SCALE EFFECTS OF SHIP MANEUVERABILITY</title>
      <link>https://trid.trb.org/View/154471</link>
      <description><![CDATA[The Authors present and discuss the results of a number of manoeuvring tests, both full-scale and model, on three 360,000-dwt sister tankers; the data were obtained for the study of scale effects in ship manoeuvrability.  In the sea trials, a new measuring system, "Triposik", was used; it consists of a main station in the ship transmitting UHF signals, and two slave stations ashore, and is described as ideal for measuring the ship's speed and position (see also MRIS abstract No. 21-170073).  Course-keeping qualities were found to be almost the same for both model and ship. Measurements of drift angle, speed-drop ratio, advance, and transfer in steady turns are among the matters discussed.  A method was evolved for simulating propeller-reversing stopping ability.  A pair of differential equations for this purpose is presented, and by solving these the path and speed after the propeller is reversed can be accurately simulated.  Other factors such as head reach, lateral reach, stopping time, and heading angle at zero speed of advance also coincided well with observed data.  This method was found to be useful for these particular ships, and could be applied to any ship with a conventional propelling system. Order from BSRA as No. 52,618.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154471</guid>
    </item>
    <item>
      <title>SHIPBOARD CALCULATION OF STOPPING MANOEUVERS</title>
      <link>https://trid.trb.org/View/153365</link>
      <description><![CDATA[The Author explains in detail how stopping manoeuvres of a ship can be predicted on board, with a freely-programmable small computer, for different conditions such as initial speed, draught, and hull fouling.  In general, only conventional data available on board are needed for the calculation, together with the results of a carefully-conducted single test-manoeuvre in which rpm and ship-speed readings are taken at brief time-intervals during stopping.  A two-part program is used; one part is for the analysis of the test manoeuvre, and the other for calculating the stopping manoeuvres.  The need for such shipboard calculations is briefly discussed.  Order from BSRA as No. 52,375.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153365</guid>
    </item>
    <item>
      <title>MANEUVERING CHARACTERISTICS OF GREAT LAKES VESSELS</title>
      <link>https://trid.trb.org/View/144961</link>
      <description><![CDATA[A new regulation, USCG 33 CFR 164.35 (g), The Federal Register, February 1977 pp 40-41, requires that maneuvering information shall be prominently displayed on a fact sheet in the wheelhouse.  Since this regulation was issued, Great Lakes operators have been running maneuvering trials to gather the required information.  A student project was proposed to the Great Lakes and Great Rivers Section of the Society of Naval Architects and Marine Engineers for the collection of the maneuvering information from these operators.  These data were to be analyzed and recommendations made concerning the accuracy of the data, the testing procedures, and the format of the charts.  It was also hoped that this would be a first step toward obtaining a general description of the maneuvering characteristics of Great Lakes bulk carriers.]]></description>
      <pubDate>Thu, 20 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144961</guid>
    </item>
    <item>
      <title>ON THE MANOEUVRABILITY OF SHIPS WHILE STOPPING BY REVERSE ROTATION OF PROPELLER: 2ND REPORT</title>
      <link>https://trid.trb.org/View/147420</link>
      <description><![CDATA[The Authors first examine the validity of the assumption (introduced in the 1st Report) that the hydrodynamic force caused by the reverse rotation of the propeller can be expressed by a simple linear equation for the equivalent side-slip velocity (Vs) at the stern, even when the ship has significant sway and yaw motions. From the analysis of experimental results, it is found that the expression of the unbalanced hydrodynamic forces as a linear equation of Vs ceases to be valid when the Vs value exceeds a certain limit that depends on the advance constant Jp.  However, the Vs expression is still useful for determining the course stability when a ship is braked by reversing the propeller. In order to investigate the effectiveness of the mathematical model describing the hydrodynamic forces acting on a hull under the braking action of the propeller, the ship's trajectory and time histories of some state variables are calculated for various cases and compared with experimental results from a free-running model.  Order from BSRA as No. 51,919.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147420</guid>
    </item>
    <item>
      <title>OPTIMISATION OF THE AFTERBODY FORM OF PUSHER TUGS. PART 1: TWIN SCREW PUSHER TUGS</title>
      <link>https://trid.trb.org/View/147968</link>
      <description><![CDATA[The Report, brief information on which is given in the article, presents the results of an investigation on the underwater form of the afterbody of twin-screw pusher tugs, a very important factor in the design of these vessels (and of all pusher tugs).  Design Guidance, with numerical data, is given on matters which include the hydrodynamic design of the stern tunnel, propulsion arrangements, steering characteristics, and stopping ability, and the Report is an important contribution to the optimisation of the design of the afterbody form of these tugs.  A similar publication dealing with triple-screw pusher tugs is in preparation. Order from BSRA as No. 51,162.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147968</guid>
    </item>
    <item>
      <title>THE MANOEUVRING OF SHIPS</title>
      <link>https://trid.trb.org/View/87447</link>
      <description><![CDATA[The paper is presented in two parts.  The first part reviews conventional methods for evaluating the manoeuvring characteristics of ships during sea trials, i.e. (1) Dieudonne spiral; (2) pull-out test; (3) weave manoeuvre; (4) turning circle; (5) entry into turning circle; (6) Kempf zig-zag manoeuvre; and (7) normal and emergency (crash-stop) stopping manoeuvres.  These tests which have been developed for trials in deep water and at maximum speed are discussed with reference to the example of a 240,000-dwt tanker, loaded and in ballast. Data is presented graphically. It is pointed out that the analytical criteria of Gertler and Gover for assessing manoeuvrability no longer apply for ships whose length exceeds 500 feet.  A number of more recent criteria are presented and briefly discussed.  The second part of the paper is devoted to the problems of manoeuvring in a harbour area.  In this case, it is necessary to consider the ship and the location as an entirety, i.e. ship + site.  In any consideration of manoeuvrability test methods it is necessary to take account of the human factor, which, when introduced into the equation "ship + site + human factor" gives a measure of the "docility" or controllability of the ship.  The paper concludes with a review of methods for analysing the zig-zag manoeuvre.  Order from BSRA as No. 49,606.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87447</guid>
    </item>
    <item>
      <title>PROJECT SERIES A. THE SAFETY OF SHIPS AGAINST COLLISION</title>
      <link>https://trid.trb.org/View/86658</link>
      <description><![CDATA[Project Series A of Special Research Series 98 is a programme of studies commenced in 1972 with the aim of developing a systematic approach for a quantitative determination of the active collision safety of a ship dependent upon its physico-technical parameters and the environmental factors.  The means of the collision susceptibility of a ship is taken as the collision rate, i.e. the probability of a collision occuring within a given service life.  Proceeding from this basis, the collision rate has been calculated as a function of the hydrodynamics of the hull, propeller and rudder, the mechanical and electro-mechanical properties of the propulsion and manoeuvring as well as the statistically evaluated operating environment.  This complex exercise has necessitated the cooperation of a number of specialists in such subjects as manoeuvring, hydrodynamics, propulsion and systems techniques.  For organizational purposes the work was carried out in five subdivisions: A1--Preparation of a mathematical model for calculating the collision rate (Technical Director: Professor Krappinger).  A2--Preliminary Calculation of ship motion for arbitrary evasion and stopping manoeuvres with the aid of Planar-Motion-Model tests.  (Technical Director: Professor Grim).  A3--Behaviour of the propeller in evasion and stopping manoeuvres (Technical Directors: Professors Grim and Isay). A4--Control and revising behaviour of main propulsion machinery (Technical Director: Professor Geisler). A5--Effect of steering gear performance and construction on the dynamic behaviour of steering gear (Technical Director: Professor Wangerin).  This monograph contains the collected contributions to each of these sub-projects.  Order from BSRA as No. 50,019.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86658</guid>
    </item>
    <item>
      <title>RIVER TOW BEHAVIOR IN WATERWAYS. REPORT 2. SECOND EXXON TEST PROGRAM</title>
      <link>https://trid.trb.org/View/82851</link>
      <description><![CDATA[This is the final report on a program to obtain and analyze data on river tow behavior. This report describes the second full-scale river tow test program conducted in this country in which second-by-second records of tow positon, attitude, rudder, power, and river environment parameters are obtained and analyzed. This study is an expanded version of the study format established during the first EXXON Co., USA(EXXON), test program. This report contains the results of the Post-Trial Analysis activities. Section 2 describes the physical characteristics of the tows used in the trials. Section 3 describes the geography of the trial area, field survey activities, and current measurements undertaken to support the tow tests.  Section 4 describes the instrumentation, equipment, and procedures used during the trials.  Section 5 and 6 contain charts, graphs, and descriptions of the EXXON NASHVILLE and EXXON LAKE CHARLES steering tests. Section 7 discusses the steering test performance. Section 8 describes the performance of the Exxon tows during straight course, speed-power runs. Section 9 discusses the special backing and stopping tests performed. Section 10 describes the data reduction activities.]]></description>
      <pubDate>Sat, 26 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82851</guid>
    </item>
  </channel>
</rss>