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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>WHEELHOUSE CONFIGURATIONS</title>
      <link>https://trid.trb.org/View/446930</link>
      <description><![CDATA[The author discusses the importance of wheelhouse design of luxury yachts, for the safe operation of these large vessels.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/446930</guid>
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      <title>REQUIREMENTS FOR THE WHEEL HOUSE AS THE MAIN SHIP CONTROL STATION</title>
      <link>https://trid.trb.org/View/391339</link>
      <description><![CDATA[ not available]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391339</guid>
    </item>
    <item>
      <title>WHEELHOUSE DESIGN FOR FAST BOATS</title>
      <link>https://trid.trb.org/View/397045</link>
      <description><![CDATA[A well-known power boat navigator offers his views on control and navigation equipment for the wheelhouses of fast craft.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397045</guid>
    </item>
    <item>
      <title>CHANGING ROLE OF HIGH-POWERED TUGS</title>
      <link>https://trid.trb.org/View/397902</link>
      <description><![CDATA[The current state in tug design is reviewed and it is suggested that a maximum point in design, equipment and powering may have now been reached.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397902</guid>
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      <title>DESIGN FEATURES FOR SHIP-ASSIST TUGS</title>
      <link>https://trid.trb.org/View/403470</link>
      <description><![CDATA[The ship-assist tug is a highly specialized vessel. It bears little resemblance to tugs used for barge towing or for salvage, and performs a critical and dangerous job. The author draws on 20 years of experience in designing ship-assist tugs to discuss the design features of the tug type. He takes up, in turn: operational efficiency; safety; stability and hull form; propulsion and steering systems; deck layout and machinery; and control station design. Drawings show the force diagram for ship turning operations; towing equipment and positions; and wheelhouse arrangements for the two-man "Z-30" tug.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403470</guid>
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      <title>TUG WHEELHOUSE DESIGN</title>
      <link>https://trid.trb.org/View/406933</link>
      <description><![CDATA[Some points are discussed regarding the author's philosophy on dedicated berthing tug wheelhouse design. A fundamental tenet of that philosophy is that the wheelhouse should be big enough to accommodate the essential equipment needed to control a tug, but small enough to ensure that visibility is not impaired by the structure itself, an impairment that frequently seems to be the case on many existing modern tugs.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406933</guid>
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    <item>
      <title>WHEELHOUSE AND BRIDGE DESIGN-A SHIPBUILDER'S APPRAISAL</title>
      <link>https://trid.trb.org/View/158273</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158273</guid>
    </item>
    <item>
      <title>COMPUTER AIDED PILOT HOUSE DESIGN - A SYSTEMS APPROACH</title>
      <link>https://trid.trb.org/View/159120</link>
      <description><![CDATA[Historically, U. S. Navy Pilot House Design has been based upon modification of previously used designs to fit the instant ship.  This approach essentially assumes that all of the pilot house manning and functions that were valid in the previous design remain valid at the time of the present design.  This paper addresses a recent effort to change this approach.  In the example given, a complete Pilot House Design was undertaken using a system level approach.  The required functions to be performed were defined.  Human factors and ship control considerations were allowed to dictate several candidate designs which could perform the necessary functions.  The designs were developed to the level of 1/4 scale bridge mockups and full scale console mockups.  Computer simulation and decision theory were effectively employed to quantify and compare the alternatives.  In one case, real time "man-in-the-loop" simulation was used to evaluate one of the concepts.  The reality of ship construction schedule, cost, and other ship design considerations dictated some compromise in the final configuration.  However, the process that led to the final configuration represents a significant step in a new direction for resolving complex man/machine interface problems such as are represented by this Pilot House Design.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159120</guid>
    </item>
    <item>
      <title>THE SHIPS BRIDGE AND WHEELHOUSE ERGONOMIC DESIGN STUDY FOR THE UK DEPARTMENT OF INDUSTRY</title>
      <link>https://trid.trb.org/View/93749</link>
      <description><![CDATA[The study was conducted to establish the functions of the bridge, formulate principles of bridge design and prepare a "draft code of practice for bridge design".  The background to the study, the method by which the data was collected and analyzed and the composition of the "code of practice" are discussed.  Order from NSFI as No. 17211.]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93749</guid>
    </item>
    <item>
      <title>TWO STUDIES FOR OPTIMIZING OPERATING BRIDGES AND THEIR APPLICATION IN INLAND-AND SEA-NAVIGATION</title>
      <link>https://trid.trb.org/View/93745</link>
      <description><![CDATA[Studies in the field of constructing pusher tug bridges are described, and operating conditions are discussed.  The results show the requirements of the bridge design as well as display and coordination.  A model for carrying out static operating tests was built.  Order from NSFI as No. 17218.]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93745</guid>
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    <item>
      <title>THE INFLUENCE OF SOCIAL AND PSYCHOLOGICAL FACTORS ON THE ERGONOMIC DESIGN OF SHIPS' BRIDGES</title>
      <link>https://trid.trb.org/View/93746</link>
      <description><![CDATA[The work described was carried out as part of the "ship's bridge and wheelhouse ergonomics design study" for the United Kingdom Department of Industry.  It included an investigation into certain areas of human functioning often disregarded in ergonomics studies, for instance motivation, attitudes to work, and interpersonal interaction.  Order from NSFI as No. 17090.]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93746</guid>
    </item>
    <item>
      <title>AN EVALUATION OF ADVANCED BRIDGE DISPLAYS FOR DESIGN STANDARDIZATION</title>
      <link>https://trid.trb.org/View/78152</link>
      <description><![CDATA[Ship operators are selectively installing a wide variety of advanced bridge equipment, primarily to automate the functional areas of collision avoidance and navigation. While the installation of these equipments has resulted in proven gains in the area of safety, the variety of equipments and lack of standardization have created crew training and safety problems.  As equipment manufacturers address themselves to ship control displays for use in restricted or pilot waters, similar problems will potentially develop.  The Maritime Administration has undertaken a program addressing the development of a "standardized bridge" as an attempt to resolve the proliferation of diverse ship control displays and their attendant adverse effects on maritime safety.  Phase I of the program collected data at sea to define deck officer information requirements and the utilization of automated bridge systems.  This paper addresses some of the results of Phase II of the program, which included simulator evaluation of alternate ship control displays as applied to pilotage and navigation in three New York Harbor areas. Subjects were licensed pilots and ship masters.  Displays evaluated included: collision avoidance radar, predictor steering, transponder information, and computer-generated navigation aids superimposed over radar.  From the analysis of an encompassing array of measures ranging from ship control stability to display usage behaviors, significant differences were found across displays.  Of particular significance were gains in ship control performance by pilots when they used a combined predictor steering and collision avoidance display.  Pilots who are licensed for the simulated area, but who usually work in another area demonstrated an even greater benefit with the addition of selected chart data on the same display.]]></description>
      <pubDate>Sat, 03 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/78152</guid>
    </item>
    <item>
      <title>COCKPIT WHEELHOUSE IN KOCKUMS TANKER (VELMA)</title>
      <link>https://trid.trb.org/View/79051</link>
      <description><![CDATA[The tanker Velma, delivered in 1977 to Halfdan Ditlev-Simonsen, of Oslo, is the last but one of Kockums' series of 356,000-dwt tankers; the lead ship, Sea Saint, was described in an earlier article. A special feature of the Velma is her "cockpit" wheelhouse, which is arranged to allow one-man operation on deep-sea passages; she is the largest ship to be provided with this capability.  This bridge design, with its advanced equipment, is based on the work of Norway's SDS sub-project 08 in which the Ship Research Institute of Norway, Det norske Veritas, and others participated.  The funds available had to be taken into account for the Velma's bridge, but a very satisfactory compromise has been achieved with the specification suggested by the SDS Committee.  The article discusses the principles laid down by the Committee for the design of a "functional" bridge, and briefly describes, and with the aid of a lay-out plan, the Velma's wheelhouse and its equipment and the navigation procedures used.  One man can handle the ship in the open sea, two are needed in heavy traffic, and three in very narrow fairways.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79051</guid>
    </item>
    <item>
      <title>SOME ASPECTS OF DESIGN AND EQUIPMENT OF MODERN OCEAN-GOING SALVAGE TUGS</title>
      <link>https://trid.trb.org/View/69292</link>
      <description><![CDATA[During the last 10 to 20 years, with the increased size of ships and offshore structures, there has been a considerable change in ocean-towing operations.  The Author, of Smit International, describes and discusses the design of tugs for these new conditions.  Dealing with the general layout of these ocean-going tugs, the Author discusses wheelhouse and engine-room locations, the functions of the wheelhouse in the control of the tug and its machinery and deck equipment, and the provision of cranes (which are advisable for handling the heavy equipment used); other aspects of layout discussed include the importance of a high standard of accommodation.  For propulsion, twin ducted c.p. propellers driven by medium-speed engines would be a normal choice.  Hull dimensions are mainly determined by the amount of fuel to be carried; length, breadth, depth, and draught considerations are discussed.  A moderate bulb form forward can improve performance, particularly for a tug with a full body; a moderate V-form and a high-bow are the best solution forward for seakeeping qualities.  The design of the stern needs careful attention, especially in way of the nozzle-to-hull connection.  A good towing arrangement is that with a towing storage-winch (used only for storage of the wire and needing much less holding capacity than a normal towing-winch) together with friction drums to take the forces during towing, such an arrangement is described and illustrated.  Other deck equipment is also discussed, and some advantages of vertical-shaft windlasses are mentioned.  Measures that can be taken to alleviate noise problems in ocean-going tugs, including floating floors, ceilings, and linings, are described, and sound-level readings taken during the trials of a new tug of this type, the Smit New York.  Order from: BSRA as No. 47,882.]]></description>
      <pubDate>Wed, 31 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69292</guid>
    </item>
    <item>
      <title>HUMAN COLLISION AVOIDANCE BEHAVIOR AND UNCERTAINTY AS A FUNCTION OF VISIBILITY, TRAFFIC DENSITY AND NAVIGATIONAL AID</title>
      <link>https://trid.trb.org/View/68901</link>
      <description><![CDATA[Report of an investigation carried out by the CAORF (U S Maritime Administrations Computer Aided Operations Research Facility) to find out the human performance under conditions of varying levels of visibility and traffic configuration and the level of electronic aiding in the wheelhouse.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68901</guid>
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