<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>SHIPS' ROLL STABILISERS</title>
      <link>https://trid.trb.org/View/167162</link>
      <description><![CDATA[The Author, of Sperry Ship Stabilizing Systems, explains the fundamentals of ship-rolling dynamics, including the associated response analysis, and describes the principles of operation of tank stabilisers of the passive, passive controlled, and activated types.  The treatement is, in general, non-mathematical, and includes some discussion on the merits of these tank stabilising systems. The principles of operation of active fin stabilisers are then explained, and this type of stabiliser is discussed with particular reference to the Sperry Gyrofin, which was introduced in 1956.  Control of active fins can be based on the fins' lift or on their angle of attack.  The Gyrofin uses the former method, the lift force being measured and used to control the attitude of the fin, and the advantages of this method, and other advantages of the Gyrofin, are discussed, including its use (in merchant ships) of the apparent vertical instead of the true vertical as the stabilisation reference.  There is also a general discussion on the cavitation problem with stabilising fins. Operational requirements and economic considerations will determine which type of stabiliser is most appropriate.  In the recent past, developments have been mainly concerned with refinements in control equipment and the incorporation of solid state electronics in the computation of control signals.  Further developments in control systems are likely, but the fundamental features of the tanks or the fins will probably persist.  It is also mentioned that Gyrofin stabilisers are still giving good service on Italian railway ferries after over 20 years' service, and recent surveys have recommended that, after minor refurbishing, their life should be extended for a further ten years.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167162</guid>
    </item>
    <item>
      <title>STABILISER AND ANTI-HEELING TANK SYSTEMS COMBINED</title>
      <link>https://trid.trb.org/View/154151</link>
      <description><![CDATA[This article discusses a combined stabilizer and anti-heeling device in one tank system.  This was developed to enable fast cargo handling, avoid damage to unlashed cargo at sea and improve the comfort of passengers and crew. It has now been extensively fitted on ro-ro vessels, ferries and container ships where side tanks can be provided, the space between them being available for cargo.  The system is based on an athwartships U-shaped tank half-filled with water which is controlled to reduce the roll motion of the vessel at sea and the heel during loading and discharging. Side tanks contain the water and are connected by a water cross duct which is normally passed through the double bottom.  Air exchange between tanks can either be through the atmosphere of the cargo holds or through another athwartships cross duct.  One arrangement that has proved advantageous is to place the engine control room between the side tanks with the water cross duct running underneath.  In larger ro-ro vessels the tanks can be arranged one or several decks higher with the cross ducts in the transverse beams.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154151</guid>
    </item>
    <item>
      <title>THE USE OF BENCH TEST RESULTS FOR CALCULATING ROLL RESPONSE OF THE TANK STABILIZED SHIP</title>
      <link>https://trid.trb.org/View/155016</link>
      <description><![CDATA[A method is presented whereby the results of bench tests of the passive tank may be used to calculate the stabilised ship roll response to beam seas.  It is shown that slightly modified equations for the roll motion of a ship equipped with a U-tube roll stabiliser, represent the behaviour of a ship fitted with any type of stabiliser tank.  The equations contain three unknown tank parameters which can be determined from the results of bench tests.  The approach is believed to be simple and sufficiently accurate for the prediction of stabilised ship motion during the design stage for most tanks.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155016</guid>
    </item>
    <item>
      <title>PASSIVE ANTI-ROLL TANK DESIGN CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/42264</link>
      <description><![CDATA[Assuming optimum tuning, the most effective tank will be that one situated as high as is feasible in the ship, and having as much for-and-aftlength as possible.  However, restrictions, such as GM loss, tank weight, and location are important; also cost and fuel savings resulting from reduction in bilge keel size should not be overlooked.  For each ship the tank design has to be selected to suit; however, the optimization program does give one the basic information upon which to make a selection.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42264</guid>
    </item>
    <item>
      <title>DESIGN ON THE FREQUENCY PARAMETER PLANE WITH APPLICATION TO ROLL STABILIZATION OF SHIP</title>
      <link>https://trid.trb.org/View/17144</link>
      <description><![CDATA[Frequency parameter plane techniques are developed for the analysis and synthesis of both linear and nonlinear systems. The transmission function of a dynamic system contains two parameters which are adjusted to provide desired performance. These parameters represent elements of the system. The four dimensional parameter space relating magnitude, frequency, and the two parameters may be represented by seven two dimensional projections of the parametric curves. Computer programs are developed for the computation, and graphs of results are obtained. Interpretations of the graphs can be used for design of systems such as tank stabilizers. (Author)]]></description>
      <pubDate>Wed, 31 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/17144</guid>
    </item>
  </channel>
</rss>