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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>STATIC AND DYNAMIC STABILITY</title>
      <link>https://trid.trb.org/View/166397</link>
      <description><![CDATA[A simplified discussion is presented of a practical stability rule often used for "ship-like" and semisubmersible offshore units.  The rule is based on curves of dynamic stability taking downflooding angle, righting moment and wind inclining moment into consideration.  The effect of waves is discussed.  Order from NSFI as No. 22142.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166397</guid>
    </item>
    <item>
      <title>INFLATABLE LIFERAFT STABILITY STUDY</title>
      <link>https://trid.trb.org/View/162626</link>
      <description><![CDATA[This study was initiated to develop a framework for the evaluation of the general principles of inflatable liferaft stability and within that framework to evaluate the various concepts for stability enhancement. A Quasi-Static Inflatable Liferaft Stability Model was developed to evaluate the stability due to static effects; the analysis of dynamic effects was deferred to a later study; the procedure used is analogous to the evaluation of ship stability. Wind tunnel tests were conducted to determine drag, lift, and moment coefficients as functions of pitch angle and bottom exposure. Model basin tests were also conducted. The stability Model was used to produce curves of net righting (or heeling) moment. The study was conducted for a flat bottom liferaft as well as for those with ballast pockets, a toroidal ballast bag, and a hemispherical ballast bag. (Author)]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162626</guid>
    </item>
    <item>
      <title>ASSESSING INTACT STABILITY</title>
      <link>https://trid.trb.org/View/153717</link>
      <description><![CDATA[This paper was originally prepared to provide discussion material for a proposed senior-level course in advanced stability considerations at the University of Michigan.  The author has since revised and restructured the paper.  The theory and history underlying existing intact stability criteria based on initial GM, righting moment balance and righting energy balance are discussed.  Application of these assessment methods is shown and the critical weaknesses of each are addressed.  Examples are drawn from current U.S. Coast Guard and IMCO requirements.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153717</guid>
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    <item>
      <title>INTACT STABILITY CRITERIA: A STUDY OF MODERN METHODS</title>
      <link>https://trid.trb.org/View/149414</link>
      <description><![CDATA[With the broad range of vessel forms which have evolved to meet current marine transportation needs, much recent effort has been directed at critically evaluating existing intact stability criteria and developing new standards.  The Author, of United States Coast Guard, discusses some of the important considerations involved in such an evaluation. Among his conclusions are that new criteria must be developed which deal with stability in following seas, stability with entrapped water on deck, and stability when beam winds combine with rolling.  Existing criteria must be modified accurately to reflect the upsetting mechanism involved.  In particular, those criteria which deal with static considerations of equilibrium for time-independent upsetting forces should be based on moment balance methods, or GM-based methods if they are sufficiently limited in their range of application that the inherent assumptions in this approach are satisfied.  Criterial which deal with dynamic upsetting forces should take the energy available in a sea state be accurately related to the ability of various vessels to resist rolling motions.  As advanced surface vessel concepts such as hydrofoils, air cushion vehicles, and SWATH ships continue to develop, more fundamental research into intact stability must be used to establish the basic considerations for each new vessel form and service. Statistical data on the safe operation of recently developed forms such as the offshore supply vessel are now readily available to serve as basis for general criteria for this type of craft.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149414</guid>
    </item>
    <item>
      <title>CRS (RESIDUARY-STABILITY COEFFICIENT) DIAGRAMS FOR DESIGN CALCULATIONS OF THE STABILITY OF SHIPS</title>
      <link>https://trid.trb.org/View/153352</link>
      <description><![CDATA[A description is given of the development, at the Technical University of Denmark, of a fast diagrammatic method for determining MS, the geometrical part of a ship's stability lever (GZ=GM.sin x + MS, where x is the angle of hell. Also, diagrams are given for the contribution, to stability, of deckhouses and superstructures.  The methods and diagrams are intended for use in design work.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153352</guid>
    </item>
    <item>
      <title>SHIP ROLL RESPONSE AND CAPSIZE BEHAVIOUR IN BEAM SEAS</title>
      <link>https://trid.trb.org/View/144766</link>
      <description><![CDATA[The Authors (or, respectively, the University of Bristol and the AMTE, Haslar) present a simple mathematical model for ships' rolling motions in beam seas, and test its predictive capability by comparisons with the results of some model experiments carried out in regular beam-sea conditions.  The response of this roll equation to a periodic input is described and the stability of the response is analysed. Computer programs used for predicting the roll responses are briefly discussed, and comparisons are drawn between the predicted and measured responses of some actual model forms. One of the programs is then used to produce the roll responses of several hypothetical ships whose GZ curves are near the limits given by the present IMCO stability criteria for ships under 100 m in length.  The results illustrate the importance of the ship's range of stability and the roll damping upon safety from capsizing, and it is concluded inter alia that new stability criteria should stipulate minimum roll-damping for ships with a small range of stability.  The paper includes a consideration of a more comprehensive roll equation embracing the effects of heave, pitch, and sway, and also discusses the extension of the roll excitation to represent a continuous random perturbation of physical origin.  Order from BSRA as No. 51,193.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144766</guid>
    </item>
    <item>
      <title>PRELIMINARY MEASUREMENTS OF PRESSURE DISTRIBUTION TO DETERMINE THE TRANSVERSE STABILITY OF A FAST ROUND BILGE HULL</title>
      <link>https://trid.trb.org/View/147963</link>
      <description><![CDATA[Recent evidence has shown that there can be significant changes in transverse static stability with forward speed for fast round bilge displacement hull forms leading to lateral instability in extreme cases.  Preliminary measurements have been made of the pressure distribution at two stations on a typical round bilge hull form in both the stable and unstable regimes.  The results correlated with the observed instability phenomenon and showed that in general the change in righting moment was largely related to changes in the buoyancy forces due to wave formation.  The results also showed that on the two sections investigated the dynamic pressures enhibited a net downward force on the hull.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147963</guid>
    </item>
    <item>
      <title>HOW TO PREDICT WAVE FORCES WITH A HAND HELD CALCULATOR</title>
      <link>https://trid.trb.org/View/146355</link>
      <description><![CDATA[A simple method is presented which derives only the static design wave force and the force frequency component being responsible for generating this design force.  The method provides a simple, quick and cheap means to predetermine the dynamic effects resulting in a design load amplification, which can be used in the initial static design analysis.]]></description>
      <pubDate>Wed, 19 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146355</guid>
    </item>
    <item>
      <title>STABILITY AT LARGE ANGLES AND HULL SHAPE CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/141473</link>
      <description><![CDATA[Statistical relationships are derived between some simple hull form coefficients and the righting lever at 30 degrees. Curves showing the residuary stability coefficient are presented for 10 different escort vessels. Order from NSFI as No. 17416.]]></description>
      <pubDate>Wed, 17 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141473</guid>
    </item>
    <item>
      <title>ASSESSMENT OF STABILITY REQUIREMENTS FOR SEMISUBMERSIBLE UNITS</title>
      <link>https://trid.trb.org/View/85546</link>
      <description><![CDATA[The development of the presently required stability criteria for semisubmersible platforms is traced, and the lack of rigor embodied therein is indicated.  Results of a recent two-year research program directed by SNAME Panel MS-3 on stability behavior of semisubmersibles are presented in detail.  Conclusions are drawn that the present criteria which emphasize overturning are inappropriate, and that even with high winds and maximum seas the possibility of overturning is minimal.  The major needs for adequate stability are indicated to be for lessening the possibility of wave impact on the upper structure in heavy weather, and for minimizing motions due to secondary effects in operating conditions.  Various factors that may influence the assignment of required stability for a semisubmersible are discussed.  Further research into the stability-behavior relationship and toward improved evaluation of wind heel is outlined.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85546</guid>
    </item>
    <item>
      <title>SHIP STABILITY AND ROLLING MOTION: CASE OF CONSTANT HEELING-MOMENT</title>
      <link>https://trid.trb.org/View/80776</link>
      <description><![CDATA[The Authors, of Trieste University, describe a ship's rolling motion by means of a non-linear differential equation of the second order; the equation includes the effects of quadratic damping and of a constant heeling moment.  The righting moment is expressed by a fifth-degree polynomial that gives the best fit to the actual statical stability curve.  The stability of the equilibrium position is discussed with the Routh-Hurwitz criterion, and Lyapunov's direct method is used for finding the domain of asymptotic stability (both procedures are explained in appendices).  The well-known criteria for the ship's statical and dynamical stability are obtained as particular cases of the general theory.  As an example of the numerical application of the Author's theory, the stability of a small cargo-ship is investigated.  Order from BSRA as No. 49,225.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80776</guid>
    </item>
    <item>
      <title>ON THE PROBABILITY OF SHIP CAPSIZING</title>
      <link>https://trid.trb.org/View/66734</link>
      <description><![CDATA[The Author (of Basrah University, Iraq) examines the variability of the main parameters affecting the reserve of dynamical stability, with particular emphasis on the calculation of the risk of capsizing.  Some major assumptions have had to be made (these are explained), but the following main conclusions are generally valid: (1) The probability of capsizing is greatly influenced by initial stability and the shape of the statical stability curve.  (2) Deficient initial stability adversely affects dynamical stability.  (3) Stability criteria should be treated stochastically.  (4) Much work is needed to determine the effects of inertia, friction, and hydrodynamic forces on dynamical stability.  (5) Statistical data are needed on the variabilities of parameters affecting the reserve of dynamical stability.]]></description>
      <pubDate>Wed, 23 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66734</guid>
    </item>
    <item>
      <title>CALCULATION OF THE RIGHTING MOMENT OF A SHIP MOVING WITH INITIAL ROLL ANGLE</title>
      <link>https://trid.trb.org/View/42004</link>
      <description><![CDATA[An empirical method was proposed for calculating the righting moment of a ship under way, based on the results of tests of a series of theoretical models.  Recommendations for constructing an analytical solution of the problem of the influence of forward speed on ship righting moment are presented.]]></description>
      <pubDate>Wed, 09 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42004</guid>
    </item>
    <item>
      <title>CROSS CURVES OF STABILITY COMPUTER PROGRAM MB006</title>
      <link>https://trid.trb.org/View/4089</link>
      <description><![CDATA[A computer program is described which uses hull offsets to determine righting arms for a heeled ship.  Areas and moments are calculated using straight line and circular segment approximations for as many as twenty five stations and fourteen segments per station.  Longitudinal integration is accomplished using a Simpsons Rule integration algorithm which is independent of station spacing.  Data for plotting cross curves is normally generated at angles from five to ninety degrees and in increments of five degrees for a range of twenty displacements.  To aid in the stability analysis for small vessels, the righting arms may be corrected for center of gravity and interpolated for appropriate displacement.  The area under the curve thus represented can be determined up to and between two specified angles of heel.  The angle of maximum GZ is located.  The program is written in Fortran 4 and requires a memory of about 28,000 words.]]></description>
      <pubDate>Sat, 21 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4089</guid>
    </item>
    <item>
      <title>PRINCIPLE OF SUPERPOSITION FOR THE STATISTICAL STABILITY OF SHIPS</title>
      <link>https://trid.trb.org/View/11909</link>
      <description><![CDATA[The proposed method of calculation is profitable in the following cases-loading or unloading the partial loads or provisions, inclining experiments to establish initial stability, handling of heavy cargo with the ship's gear flooding or pumping out of ballast water, conversion of results of flooding calculations.  The principle of superposition furthermore enables one, in case of a list, to ascertain whether a certain change in the amount of displacement gives a righting or a more inclining action to a ship.]]></description>
      <pubDate>Fri, 02 Mar 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11909</guid>
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