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    <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" />
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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>A FLOATING DECK OVER HISTORIC WATERS: FORD ISLAND BRIDGE</title>
      <link>https://trid.trb.org/View/475269</link>
      <description><![CDATA[The Ford Island Bridge, in Pearl Harbor, Hawaii, uses three pontoons joined with high-strength bolts. Pontoons were designed so the top of the barrier is 10 feet above water level, preventing waves from washing on the deck. The hollow pontoons will float level when under dead load. Any needed trim will be accomplished by adding ballast. Floating bridges are exposed to motion in all directions, making anchorage systems and connections with the fixed bridge particularly important. Structurally, the dynamic response to wind and wave loading is more significant than traffic loads.]]></description>
      <pubDate>Wed, 30 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475269</guid>
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    <item>
      <title>ASSESSMENT OF THE MORISON EQUATION</title>
      <link>https://trid.trb.org/View/163301</link>
      <description><![CDATA[A critical assessment of the Morison equation is provided. The Morison equation is used to calculate the loading on offshore structures due to ocean waves.  The assessment covers both the original equation and the modifications currently in use by industrial designers.  A review of the literature is provided.  It is concluded that the Morison equation provides an adequate design to the selection of the fluid kinematic representation and the empirical coefficients.  Improvements in the accuracy of the operation can be achieved through research leading to (1) improved descriptions of the sea state, (2) better representations of the water particle velocities and accelerations in combined wave-current flows, (3) improved quantification of the drag and inertia coefficients, and (4) inclusion of the fluid-structural interaction.  (Author)]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163301</guid>
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    <item>
      <title>ACQUISITION AND ANALYSIS OF ACCELERATION DATA</title>
      <link>https://trid.trb.org/View/164513</link>
      <description><![CDATA[As part of a broad investigation with the objective of developing information on extreme values of load conditions to which cargo might be subjected, seven accelerometers and and unmanned recording system were installed aboard a dry cargo vessel on regular North Atlantic service, and data were obtained over a period of 15 months.  The immediate purpose was to establish the basis for prediction of extreme values of acceleration which would be encountered by cargo in the vessel over long periods of time.  The data acquisition system operated satisfactorily for slightly less than 14 of 15 round-trip voyages, or an efficiency of approximately 90%.  Analysis was based on data accumulated for 30 minutes every four hours representing a total of over 8000 hours of ship operating time of which 6200 hours were in the open ocean.  Analysis of wave-induced accelerations using a special purpose probability analyzer resulted in a maximum observed acceleration (bow, vertical) of 1.76 g's peak-to-peak.  This value is within 6% of the predicted value for the same circumstances.  Slamming or pounding combined with other phenomena resulted in higher frequency accelerations (in the range of 10 cps) in excess of 3.0 g's peak-to-peak.  Contrary to expectations, the peak accelerations observed under conditions of "slam" or "pound" were largely the result of hull vibrations of a high mode, and were apparently excited in part by the second order of propeller blade excitation.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164513</guid>
    </item>
    <item>
      <title>STRENGTH OF ICEBEGS DURING TRANSPORT</title>
      <link>https://trid.trb.org/View/165697</link>
      <description><![CDATA[An iceberg drifting or being transported across the ocean experiences both oscillations or rigid-body responses and vibrations or elastic-body responses as the result of wave-induced dynamic loading.  The magnitude of the resulting wave bending moment, shear force and roll are calculated and the strength and stability of iceberg under rough sea conditins are checked.  The analysis is based upon the theory of Korvin-Kroukovsky.  Different iceberg length, width and depths are considered under extreme sea conditions.  In the design of mooring cable systems the plastic properties of ice and re-gelation need to be considered, metal piles and bollards are shown to move in the direction of applied force and as a result the mooring cable systems will not perform its function.  Thus, either fiber ropes surrounding the iceberg can be used or the pile systems and the bollards must be manufactured from a material having poor thermal conductance.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165697</guid>
    </item>
    <item>
      <title>TIME, HISTORY SIMULATION OF VERTICAL MOTIONS AND LOADS ON SHIPS IN REGULAR, HEAD WAVES OF LARGE AMPLITUDE</title>
      <link>https://trid.trb.org/View/160835</link>
      <description><![CDATA[A method to predict non-linear response of coupled heave/pitch motions and vertical loads in regular, head waves based on strip theory is presented.  The non-linearities come from integration of the wave pressure over the wetted part of the hull, and by including effects from flare, bottom slamming and deck wetness.  The formulation is based on long waves, of shiplength order. The equations are solved in the time domain, and results are presented and compared with those obtained from linear theory and model tests.  Generally good agreement is achieved between the simulations and the model test results.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160835</guid>
    </item>
    <item>
      <title>STEADY-STATE DYNAMIC LOADINGS AND RESPONSE</title>
      <link>https://trid.trb.org/View/156428</link>
      <description><![CDATA[The mandate of the committee is to report on excitation, damping and response of structures and their component elements.  The following is dealt with: Excitation including propeller-induced-, engine-induced-, and wave-induced exitations; vibration parameters for ship and offshore structures; structural systems including vibration phenomena of ships and offshore structures; vibration limits and criteria; and conclusions and recommendations of the committee.  Order from NSFI as No. 19763.]]></description>
      <pubDate>Wed, 19 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156428</guid>
    </item>
    <item>
      <title>SHIP VIBRATIONS IN RANDOM SEAS</title>
      <link>https://trid.trb.org/View/160036</link>
      <description><![CDATA[A general analysis of ship dynamics in random seas is presented.  The analysis covers the steady-state wave-induced response and the transient-state slam-induced (whipping) response.  Wave-induced response includes with the rigid-body modes (seakeeping) and the hull flexural modes (springing).  The strip theory by Salvesen, Tuck, and Faltinsen is used to determine the hydrodynamic forces.  The ship structure is idealized by finite beam elements with the lumped-parameter system.  The normal-mode approach is used to calculate the vibration characteristics and dynamic response.  Statistics of both wave-induced loads and responses are characterized by Zero-mean Gaussian processes. By spectral analysis, the wave-induced responses can be predicted for a ship moving in random seas.  The slamming impacts as the input to the ship are treated as a nonstationary filtered Poisson process.  The output slam-induced (whipping) response process can be determined by passing such a nonstationary process through the time-invariant ship system or by using a Markov process. Two ship examples are studied.  The 1000-ft (305 m) Great Lakes ore carrier Stewart J. Cort is used for the calculation of the wave-induced response, and the 525-ft (160 m) SS Gopher Mariner is used for the calculation of the slam -induced (whipping) response.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160036</guid>
    </item>
    <item>
      <title>DERIVED LOADS</title>
      <link>https://trid.trb.org/View/156155</link>
      <description><![CDATA[The committee reports on the following: Loads induced by waves, loads induced by motions, full-scale measurements of wave loads, loads induced by wind and current, and loads induced by ice.  Order from NSFI as No. 19775.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/156155</guid>
    </item>
    <item>
      <title>A LINEAR THEORY OF SPRINGING</title>
      <link>https://trid.trb.org/View/154349</link>
      <description><![CDATA[A linear slender-body theory of springing is derived.  The wave excitation loads are calculated by a generalization of the short-wavelength theory of Faltinsen.  A Green's function approach is used to find the pressure distribution. Numerical results are compared with experimental results of Wereldsma and Moeyes.  The "forced-motion loads" are obtained by a generalization of the Ogilvie and Tuck approach for forced heave and pitch motions.  Discrepancies with other methods are discussed.  Numerical results of springing are presented.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154349</guid>
    </item>
    <item>
      <title>ON THE DYNAMICS OF COLUMN-STABILIZED PLATFORMS INCLUDING THREE-DIMENSIONAL INTERACTION EFFECTS</title>
      <link>https://trid.trb.org/View/153718</link>
      <description><![CDATA[A method utilizing the Green's function integral equation is developed for determining the load and response characteristics of platforms composed of vertical axisymmetric legs in both regular and irregular seaways. The method is developed in detail and special attention is given to the numerical surface element representation, the various symmetry relations that exist, and a novel method for error minimization of the radiation potentials.  By several comparisons to known analytic or other numerical solutions found in the literature, the validity of the technique is established for both fixed and free, submerged or surface-piercing axisymmetric and systems of axisymmetric bodies.  A numerical example of a three-leg platform for two variations of the leg spacing is shown. It is found that the interaction effect is very significant, especially at high frequency.  This interaction is manifested by modification of both the amplitude and phase of the forces affecting each leg.  The conclusions reached in this study are that: the hydrodynamic interaction effects must be considered in order to properly determine the design load and response characteristics of axisymmetric platforms; the variational refinement method can in many cases improve the estimates of the hydrodynamic coefficients; and the present method is efficient for platforms composed of multiple legs, but is less efficient than existing methods for single shapes.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153718</guid>
    </item>
    <item>
      <title>CONTROL AND GUIDANCE OF MARINE VESSELS OPERATING UNDER WEATHER CONSTRAINTS</title>
      <link>https://trid.trb.org/View/152152</link>
      <description><![CDATA[A fundamental of the seagoing experience is the interplay between environmental excitation (wind and wave), dynamics/response of the affected vessel, resulting loads, and ultimate structural integrity.  Recent advances in environmental loading predictive techniques have led to more rational answers to the inherent safety problems. Conventional shippping draws on an experience bank, but assuring adequate safety in the newer, less orthodox floating structures under limiting weather conditions presents a significant challenge.  The approach advocated in this paper involves the use of special wave data files to determine the dynamics of selected marine vehicles under various operating conditions, together with the effects on structural integrity and on other safety related features. Details of the methodology, including the avoidance of extremes, are presented with a series of practical examples.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152152</guid>
    </item>
    <item>
      <title>WAVE INDUCED BENDING MOMENTS IN SHIPS--A QUADRATIC THEORY</title>
      <link>https://trid.trb.org/View/147500</link>
      <description><![CDATA[The paper presents a theory for the prediction of the nonlinear vertical response of surface ships in irregular stationary waves.  Special treatment is given to the separate predictions of wave-induced hogging and sagging bending moments in ships sailing in moderate head seas.  The theory is based on a perturbation procedure in which the linear terms are identical to those of the classical linear strip theories.  Order from NSFI as No. 18494.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147500</guid>
    </item>
    <item>
      <title>THE DIFFRACTION FORCES FOR A SHIP MOVING IN OBLIQUE SEAS</title>
      <link>https://trid.trb.org/View/87440</link>
      <description><![CDATA[The diffraction problem of a fixed slender ship moving in incident waves is formulated.  The waves are assumed to be of the same order as the beam of the ship and are from an oblique heading.  The boundary-value problem is linearized with respect to wave amplitude and solved by the method of matched asymptotic expansions.  The oscillating forward-speed potential is solved to two orders of magnitude.  The first order is just the zero-speed case while the second-order problem involves solving a boundary-value problem with a nonhomogeneous free-surface condition.  The solution to this second-order problem is given in terms of three auxiliary potentials, each satisfying a separate part of the boundary conditions.  For zero forward speed, the sectional exciting force is calculated and compared with the commonly used integrand of the Khaskind relations.  The two give different values, but when integrated over the hull both show the same total exciting force.  The pressure distribution on an ore carrier for both zero forward speed and an abbreviated form of the forward-speed case is given and compared with experiments.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87440</guid>
    </item>
    <item>
      <title>SHIP STRUCTURE LOADS AND STRESSES</title>
      <link>https://trid.trb.org/View/87657</link>
      <description><![CDATA[The investigation was divided into: the testing and further development of known methods of calculating the behaviour of a ship in a seaway which were based on a linearization of the responses with respect to wave height, whereby the extensions were particularly aimed at applications to any kind of ship shapes, including unconventional ones; the determination of nonlinear effects on the behaviour in a seaway, in order to be able to take account especially of the greatest loads and strains excited by heavy seaways; the determination of the elastic vibrations of the ship's hull excited by the seaway, which can cause considerable additional strains.  Work on this aspect mainly consisted of determining the exciting and damping forces.  Since all effects produced by the natural seaway are of a random nature, analysis of the measurement results, application of theoretical results as well as forecasting of loads and strains is only possible by means of a statistical analysis: short-term statistics in order to compare measurement results with theoretical results for a particular seaway, and long-term statistics in order to compare the loads with the strength of the structure. Still-water stresses are added to those caused by the seaway.  They, too, are random quantities amenable to a statistical analysis.  To draw attention to this aspect and to show its influence, stowage plans were collected, analyzed and used in preparing a still-water load statistic. The purpose of all these activities was to establish the frequency distribution of the total strains (long-term statistics), from which result, among other things, distributions of the extreme values of the total strains, characteristic values for the fatigue load as well as data which are necessary for the determination of the failure probability of the structure.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87657</guid>
    </item>
    <item>
      <title>HYDRODYNAMIC ASPECTS OF FIXED AND FLOATING OFFSHORE STRUCTURES</title>
      <link>https://trid.trb.org/View/87829</link>
      <description><![CDATA[This paper is presented in two main parts.  In Part I, wave loads on fixed structures are studied in some detail.  Part II deals with the application of linear theory to predict wave-induced motions and loads for floating structures. Limitations and uncertainties in model testing, fullscale measurements and analytical/numerical methods are discussed. Among the conclusions are that for fixed steel jacket structures, the wave forces are difficult to estimate both from model tests and analytical considerations.  In the case of floating structures, when viscous effects become important as in resonance rolling of ships, both theoretical methods and model tests are limited in applicability.  Order from BSRA as No. 49,712.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87829</guid>
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