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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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      <title>MARITIME PROBLEMS IN THE MOVEMENT OF ALASKAN NORTH SLOPE OIL FROM VALDEZ TO WEST COAST MARKETS</title>
      <link>https://trid.trb.org/View/57085</link>
      <description><![CDATA[This paper deals with the following topics relative to the petroleum Administration for Defense district five crude oil situation, West Coast ports and an Alaska--West Coast tanker sea-link.  (1) An investigation of the crude oil supply/demand balance in PAD V which would attempt to forecast the crude oil deficit over time.  Should the North Slope crude oil be made available exclusively to PAD V, would there be sufficient deficit to absorb the total volume produced by this field?  (2) A descriptive survey of current port facilities for the reception of crude oil in the Puget Sound, San Francisco and Los Angeles/Long Beach regions.  In conjunction with this, attempt to develop a methodology to quantify the maximum throughput of crude oil which each of the port regions is capable of accommodating.  (3) With such a quantification, determine the existence and magnitude of possible hindrances to the marine importation of crude oil, which would occur without future port improvements.  Also to investigate the sensitivity of these hindrances to varying conditions of port time in the receiving terminals.  (4) A determination, based upon the above, of fleet configurations required to transport given volumes of crude oil from Alaska to the three West Coast Port regions.  In a preliminary case, this fleet will be made compatible with existing West Coast port facilities; and, in a second case, compatible with proposed improvements to these facilities.  (5) An investigation of the nature of the unit transport costs for crude oil, under the fleet configurations described above. This report should be of value to federal agencies, port authorities, oil and tanker companies, and all other persons involved in decision making relative to the issues confronted.]]></description>
      <pubDate>Fri, 13 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57085</guid>
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      <title>FREIGHT TRAVEL TIME (A BIBLIOGRAPHY WITH ABSTRACTS)</title>
      <link>https://trid.trb.org/View/33176</link>
      <description><![CDATA[Reports are cited on the time required for shipment of freight and cargo by rail, highway, air, water, and pipeline.  Some of the topics discussed are intermodal interfaces, line haul, reliability models, delays, perishable commodities, lead times, containerization, tanker scheduling, queueing theory, urban systems, waiting line problems, military logistics, and traffic conditions. Economic aspects are noted, such as highway fuel consumption, costs of preparing shipping loads, and inventory management.  References are made to liability and insurance for losses, and to computer aided transportation planning. (Contains 36 abstracts)]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33176</guid>
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      <title>PROJECT THEMIS: AN OPERATIONAL APPROACH TO AUTOMATED TANKER SCHEDULING BY COMPUTERS</title>
      <link>https://trid.trb.org/View/4370</link>
      <description><![CDATA[The tanker scheduling problem considered in this paper is that of the Defense Fuel Supply Center (DFSC) and the Military Sealift Command (MSC) in the worldwide distribution of bulk petroleum products.  Every six months DFSC receives from the Armed Forces estimates of quantities of products needed and dates during which deliveries should be made. Using these estimates DFSC contracts for the required products with various suppliers, and then works with MSC to construct cargoes and assign tankers to meet the requirement demands.  Approximately 14 products, 125 ports, and 50 tankers are involved.  A mathematical programming model (mixed integer) is developed which attempts to reflect the true scheduling task of DFSC and MSC as closely as possible.  The problem is kept to within a workable size by sequentially focusing attention on requirements due for delivery during successive time periods, and by the systematic construction of a set of tanker routes which does not contain many routes that can be judged unacceptable from practical considerations alone.]]></description>
      <pubDate>Sat, 28 Jul 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4370</guid>
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      <title>OPERATION, MAINTENANCE AND MANNING PROBLEMS IN LARGE TANKERS</title>
      <link>https://trid.trb.org/View/4000</link>
      <description><![CDATA[The paper refers to tankers for the carriage of crude oil with a deadweight tonnage of, or greater than, 200,000 t. Problems created by size discussed include operational planning, ship operation, safety problems in ports, and work requirements for repair and maintenance.]]></description>
      <pubDate>Sat, 21 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4000</guid>
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      <title>MULTIVEHICLE TANKER SCHEDULING PROBLEM</title>
      <link>https://trid.trb.org/View/2697</link>
      <description><![CDATA[The G.B. Dantzig and D.R. Fulkerson Tanker Scheduling Problem concerned with the determination of the minimum size and optimal routing of a fleet of homogeneous tankers needed to meet a prescribed schedule of deliveries is formulated as a network flow problem.  Later formulations consider an existing nonhomogeneous tanker fleet and relax the fixed shipping schedule.  These problems are treated as multicommodity minimal cost flow problems.  The problem to consider different carrying capabilities of the vehicles is further extended and a mixed integer linear program that permits partially loaded tankers is formulated.]]></description>
      <pubDate>Sun, 19 Nov 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2697</guid>
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    <item>
      <title>DYNAMIC PROGRAMMING A TANKSHIP CHARTER MARKET</title>
      <link>https://trid.trb.org/View/4795</link>
      <description><![CDATA[Dynamic programming is applied to a demand/supply model of the tankship charter market to provide the decision maker with a consistent method of optimizing vessel employment. The ship investment order and sell decision is treated briefly.  The model is developed from a state space consisting of X, the ship's condition; D, demand level for the ship's service; S, supply level for the vessel type; and L, lead time necessary for vessel ordering.  A FORTRAN program demonstrates the computational feasibility of the dynamic programming approach to such a model.  By inserting cost information of interest into the program, solutions of real world problems are easily performed.]]></description>
      <pubDate>Fri, 29 Sep 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4795</guid>
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      <title>MARINE TRANSPORTATION SYSTEMS OF THE TRANS-ALASKAN PIPELINE SYSTEM</title>
      <link>https://trid.trb.org/View/4323</link>
      <description><![CDATA[The study concerns three basic areas: Navigation; Sources of oil pollution and spill probability, and Pollution control.  In the navigation section the tanker routes near land are detailed for Valdez and West Coast harbors as are the navigational aids.  Next a review is made of past and present world tanker oil pollution sources and probabilities.  The type of accidents and amount of oil spillage are given specifically for cases on the West Coast and Alaska.  Finally contingency and pollution prevention planning for tankers is described in detail.]]></description>
      <pubDate>Tue, 15 Aug 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4323</guid>
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      <title>WHAT IS THE MEANING OF THE TERM "CHARTER RATE"?</title>
      <link>https://trid.trb.org/View/4847</link>
      <description><![CDATA[Data collected from 1969, 1970, and 1971 illustrates how tanker size, length of charter, and length of voyage have affected charter rates.  According to data collected in 1970, three year charters can be up to 30 percent less expensive than short-term charters.  Small tankers, due either to their inefficiency or the great demand, were charging higher rates than larger tankers in '69 and '70. In '70 fixtures were very profitable for charterers, (91 percent above break-even) but in '69 rates were only 10 percent above break-even.  An analysis of collected data from '69 has shown that the length of voyages of time-charter vessels are longer than for vessels operated by owners or for vessels chartered for only a single voyage.]]></description>
      <pubDate>Fri, 21 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4847</guid>
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      <title>A TENTATIVE PROPOSAL FOR A SHIPPING PLAN OF BULK PETROLEUM PRODUCTS BY SEA-GOING TANKERS</title>
      <link>https://trid.trb.org/View/376</link>
      <description><![CDATA[In the study, an ocean shipping problem in fuel transportation is formulated mathematically as a two-stage cost minimization problem.  Linear programming methods are used in the first stage to find the cheapest way to ship the ( p )th type product from the ( i )th source to the ( j )th destination in the ( t )th period by a ship of type s.  In the second stage, a tanker cargo algorithm is developed to satisfy cargo composition requirements and routing considerations.  In the model, the objective is to minimize, subject to constraints, the purchase and shipping costs of all the fuels transported from all the sources to all the destinations in all of the time periods.  Product requirements of all types at all destinations must be fulfilled.  The amount of the ( p )th product shipped to all destinations in all time periods on all types of ships cannot exceed the amount available at the ( i )th source. There are three sets of shipping restrictions: (1) Shipments of type s to all destinations of all products cannot exceed the shipping capacity of that type available at source i in time period t; (2) the shipments in (1) in all time periods cannot exceed the shipping capacity of types s at source i (available in all time periods); and (3) the shipments in (2) originating from all sources cannot exceed the available shipping capacity of type s. exceed the available shipping capacity of type s.]]></description>
      <pubDate>Thu, 25 Nov 1971 00:00:00 GMT</pubDate>
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