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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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    <item>
      <title>MULTIPLEXED INFORMATION AND CONTROL SYSTEM FOR AN MSV: CONFIGURATION, INSTALLATION, AND OPERATION</title>
      <link>https://trid.trb.org/View/167243</link>
      <description><![CDATA[The paper describes a distributed-processor system for centralized monitoring, alarming, and control of the machinery plant of the MSV Tharos, a new multiservice vessel operating in the North Sea.  The system architecture is unique in vessel control applications in that it uses multiple microprocessors located throughout the vessel and interconnected by a serial data link.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167243</guid>
    </item>
    <item>
      <title>CONDITION MONITORING</title>
      <link>https://trid.trb.org/View/166520</link>
      <description><![CDATA[The publication contains a number of papers dealing with: An introduction to condition monitoring; the economics of condition monitoring with emphasis on bearing monitoring; advanced monitoring techniques including acoustic emission and the Kurtosis meter; corrosion monitoring; and monitoring of electric equipment, pipe lines and pressure vessels. Order from NSFI as No. 22203.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166520</guid>
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    <item>
      <title>ADAPTIVE MULTI-VARIABLE CONTROL OF SHIP PROPULSION PLANT</title>
      <link>https://trid.trb.org/View/167174</link>
      <description><![CDATA[The application of multivariable control theory to a gas turbine powered ship propulsion unit is described.  This propulsion system, which has two independent inputs viz fueling rate and propeller pitch angle, was simulated by a non-linear mathematical model from which locally-linearized transfer function models were extracted at various operating points.  The system dynamics vary considerably with operating condition and this resulted in an adaptive controller to cope with the full power range of the vessel.  The results show that it is possible to design an adaptive multivariable control system which is satisfactory for both large, extremely non-linear, excursions of operating point and also small step changes. The resulting controller is intrinsically closed loop and may be implemented more simply than the present one.  Order from BSRA as No. 54, 909.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167174</guid>
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      <title>A FUEL CONSERVATION PROGRAMME FOR LARGE STEAM TANKERS</title>
      <link>https://trid.trb.org/View/163290</link>
      <description><![CDATA[The oil crisis of the mid-1970s created new conditions that promoted interest in optimising the reduced-power operation of the steam plant of large tankers.  As little information was available on this mode of operation, the Authors' company (Esso International Services Inc.) began investigations which developed into the fuel conservation programme described in this paper and which is primarily concerned with improving propulsion-plant efficiency.  The fleet concerned is international and consists of 25 steam-driven VLCCs and ULCCs in the 22,800-33,100 kW power range, built in Europe and Japan.  Other fleets within the company are undertaking similar programmes, and an extension to motor tankers is under consideration.  After exploratory investigations which revealed that plant operation fell short of design efficiency at full power and was well short of attainable efficiencies at reduced powers, a fleet programme was established to realise the benefits these investigations had shown to be possible. This programme, which is described and discussed in some detail, included the training of ships' and shore-based engineers in instrumentation, the collection of plant performance data, and action to improve performance and maintain the improvement.  As this programme developed, it was found that fuel rates at full power improved towards the sea trials values.  There are potentially larger savings at reduced powers, where a variety of methods of operation were previously used without adequate consideration of the effects on fuel consumption. Performance monitoring is essential and should be done on a continuous basis, preferably by an "energy conservation group" with some independence from the vessel's operations management.  Real long-term fuel-savings can be maintained by seeking and remedying the causes of deviations from the set standards.  Order from BSRA as No. 54,785.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163290</guid>
    </item>
    <item>
      <title>STATE OF THE ART FOR PROPULSION MONITORING</title>
      <link>https://trid.trb.org/View/161197</link>
      <description><![CDATA[An overview is presented of the current methods applied for monitoring the propulsion in order to decrease fuel consumption for ocean-going vessels. Most systems provide constant display of many measurements in the control room. A log is recorded periodically on a magnetic tape.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161197</guid>
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      <title>MONITORING SPEED AND POWER FOR FUEL ECONOMY</title>
      <link>https://trid.trb.org/View/161805</link>
      <description><![CDATA[General principles are outlined for monitoring the speed and power performance of ships in service.  An example of monitoring is given to illustrate the method and value of applying the principles.  The example compares the performance of two sister containerships for which speed power curves were measured during a round voyage.  The difference between the two speed and power curves is related to the hull roughness.  The energy expenditure per nautical mile is calculated for the two ships.  It is shown that hull roughness costs the operator $6,000 per annum per micrometre.  Problems of monitoring performance using fuel figures are illustrated and the use of torsionmeters and satellite navigators is considered essential.  The optimum speed of the ships is calculated.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161805</guid>
    </item>
    <item>
      <title>CONSIDERATION IN ESTABLISHING A SPEED PERFORMANCE MONITORING SYSTEM FOR MERCHANT SHIPS-PART I</title>
      <link>https://trid.trb.org/View/161804</link>
      <description><![CDATA[The paper addresses long-term losses due to hull and propeller degradation, short-term involuntary dynamic losses due to weather factors, ship motion and steering, and losses resulting from ballasting/loading practices.  By hull degradation is  meant the unavoidable mechanical, chemical and biological deterioration of the hull; by propeller degradation is meant propeller blade roughness.  It does not address losses due to propulsion plant degradation, but shows that losses resulting from the latter effect are separable from those under discussion by the performance monitoring techniques described.  Performance monitoring of the total system is achievable by an extension of the approach presented to include the propulsion plant relationships.  Alternatively, it can be achieved by incorporation of existing plant performance techniques such as described by Attwood into the speed performance monitoring system described.  The paper does not address voluntary speed losses in rough weather resulting from a reduction of power ordered by the ship's master to avoid intolerable levels of certain aspects of ship behavior in weather.  Such losses are dependent on the subjective judgment of the captain and are difficult to estimate. Measures and criteria for these losses have been addressed by Lloyd and Andrew and are not considered further in this paper.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161804</guid>
    </item>
    <item>
      <title>A COMPREHENSIVE PROGRAM FOR SHIPBOARD ENERGY CONSERVATION</title>
      <link>https://trid.trb.org/View/161803</link>
      <description><![CDATA[This paper surveys one steamship line's successful energy conservation program.  The development of a new staff position by senior management and the actual role of the energy conservation manager are explored in detail. Specific vessel design and operational deficiencies are described as discovered and corrected.  A program of capital expenditures to reduce vessel fuel consumption, covering all aspects of both marine engineering and operations is then outlined.  Bunker availability, price, and quality trends are reviewed and related to overall technical and economic considerations.  Finally, the results of the first twelve months of this program are summarized and related to future benefits to be derived from studies presently in progress.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161803</guid>
    </item>
    <item>
      <title>APPLICATION OF FERROGRAPHIC LUBE OIL ANALYSIS TO U.S.N. SHIP SYSTEMS</title>
      <link>https://trid.trb.org/View/152050</link>
      <description><![CDATA[Naval Ship Engineering Center (NAVSEC) has used Ferrographic Lube Oil Analysis on a production basis for two years and is firmly convinced of its effectiveness in predicting mechanical failure.  The mission of Naval Ship Engineering Center is to perform engineering and material management functions for ship, system, equipment and materials requirements in suport of Naval Sea Systems Command.  NAVSEC provides support of program requirements for ship design, system and equipment design, procurement, installation, material management and maintenance engineering.  NAVSEC considers Ferrographic Oil Analysis a modern tool of maintenance engineering.  This paper discusses briefly the scope of NAVSEC's Ferrographic program, how it is used, and results of the program to date.  It also reviews how criteria are set for making Ferrograms and the trade-offs resulting in the decision to place analysis capability onsite at the maintenance base.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152050</guid>
    </item>
    <item>
      <title>TURBINES AND GEARS FOR MODERN SHIP PROPULSION SYSTEMS</title>
      <link>https://trid.trb.org/View/153394</link>
      <description><![CDATA[To meet the needs of current and projected shipbuilding activity, General Electric launched a new design program, designated as MST-21, which incorporates in the low power steam propulsion machinery (9,000 to 19,000 shaft horsepower) advances made in the higher-powered units in recent years -- higher steam conditions, more efficient nozzle and bucket construction and improved throttle controls to interface with the unmanned engine room.  Reheat as well as non-reheat turbine designs are part of the MST-21 program.  New reheat turbine frames are being made available suited to lower-powered applications.  Also, included in the MST-21 line of turbines and gears are a number of design options which can, in various applications and for certain ship operating profiles, provide important economic gains. These options include attached auxiliaries, thermal-coupled units for twin screw drive (with either "fixed pitch" or "controllable and reversible pitch" propellers) and improved part load performance.  Condition monitoring has come to the fore as a way of insuring that mechanical reliability and thermal efficiency will be maintained over the life of the equipment.  Provisions are made in the design of the propulsion machinery to facilitate both continuous and periodic observations and an owner service can be provided to evaluate the machinery condition based on these observations.  In response to a strong interest in the marketplace in very high thermal efficiency, there has been a general upgrading of the entire non-reheat and reheat families of turbine frames coincident with the MST-21 program.  Noteworthy, in this effort is the new reheat turbine design developed under contract to the U.S. Maritime Administration which operates at steam conditions of 165 bars and 566 degrees C and makes possible an all-purpose fuel rate of 165.5 grams per metric shaft horsepower-hour.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153394</guid>
    </item>
    <item>
      <title>AN APPLICATION OF OPTIMAL CONTROL THEORY TO THE FFG-7 GAS TURBINE PROPULSION SYSTEM</title>
      <link>https://trid.trb.org/View/144891</link>
      <description><![CDATA[An optimal integral control design program was applied to a linearized state variable model of the FFG-7 ship class gas turbine and Controllable Reversible Pitch (CRP) propeller main propulsion system.  Various combinations of output parameters were investigated in an attempt to produce a feasible control design.  Only one acceptable design was achieved which did not violate any physical constraints.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144891</guid>
    </item>
    <item>
      <title>A THERMODYNAMIC STUDY OF A REPRESENTATIVE GAS TURBINE FOR DESIGN OF A COMPUTER MODULE FOR STEADY STATE ENGINE MONITORING AND TRENDING</title>
      <link>https://trid.trb.org/View/143783</link>
      <description><![CDATA[The purpose of this paper is to develop equations which represent the steady state operation of the LM2500 marine gas turbine engines and which could be integrated into an inexpensive computer for use in trending the engine.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143783</guid>
    </item>
    <item>
      <title>THE BARREL MINDER</title>
      <link>https://trid.trb.org/View/146473</link>
      <description><![CDATA[Fuel savings on ships equipped with the Barrel Minder System can run from one to five per cent a year, depending on the ship's power plant, type of instrumentation, daily operations, etc.  The system includes a dynamic steam plant operational guide that shows the ship operator how to run his vessel at maximum efficiency at full or reduced power--in fact, at any of 10 incremental power levels.  It also has continuous oxygen and combustibles analysers that help minimize stack losses from the boilers.  The operational guide projects operating temperature and pressure optimums for various power levels down to about 40 per cent.  It informs the operator when the power plant is operating inefficiently, by how much, and what corrective measures can be taken to bring it into a more efficient mode.  The operator is then free to take system supplies information the operator wouldn't have otherwise.]]></description>
      <pubDate>Wed, 19 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146473</guid>
    </item>
    <item>
      <title>FIRST U.S.-BUILT EL PASO LNG SHIP DELIVERED BY NEWPORT NEWS</title>
      <link>https://trid.trb.org/View/87076</link>
      <description><![CDATA[The El Paso Southern is a tanker which has an overall length of 848.5 ft, a beam of 135 ft, a gross tonnage of 58,800, a capacity of 126,020 cubic meters and a service speed of 18.5 knots.  Centralized control of the propulsion system is maintained from the engine room.  Cargo handling and monitoring occurs in a cargo control room.  Overall command and navigational control is centered in the wheel house.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87076</guid>
    </item>
    <item>
      <title>A PROPOSED COMBINED CYCLE MARINE POWER PLANT</title>
      <link>https://trid.trb.org/View/84003</link>
      <description><![CDATA[Since 1975 Solar Turbines International has been developing a sophisticated combined cycle steam design which, when used in conjuction with Solar's new Mars gas turbine, can provide the military or commercial ship operator with a highly efficient yet straight-forward power plant.  The specific fuel consumption of this engine system is competitive with the most advanced diesel engines.  The system design philosophy followed is discussed and the major system components described.  Installation and operational considerations are also presented and discussed.  System performance is briefly covered as it relates to economy of ship operation.  Control and monitoring philosophy are presented.]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/84003</guid>
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