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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>ECONOMIC AND OPERATIONAL EVALUATION OF INTEGRATED TUG-BARGE SYSTEMS: COMPUTER PROGRAM DOCUMENTATION AND USER INSTRUCTIONS</title>
      <link>https://trid.trb.org/View/77285</link>
      <description><![CDATA[The intent of this computer program is to provide the user with a preliminary design tool to analyze and compare costs and economic benefits of ship and integrated tug-barge systems for transportation of (1) containers, (2) dry bulk, (3) neo-bulk, and (4) crude oil.  The program is designed to be highly user-oriented, with extensive interactive input sessions which give the user control over most design parameters that have an impact on the result.]]></description>
      <pubDate>Tue, 13 Jan 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77285</guid>
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      <title>STUDY OF THE UTILIZATION OF TRACTOR TUGS TO AID SHIPHANDLING IN CHARLESTON HARBOR</title>
      <link>https://trid.trb.org/View/536977</link>
      <description><![CDATA[The use of tractor tugs throughout the United States for shiphandling and escort work has been a growing factor over the past several years.  The West Coast has been on the leading edge in the use of these boats for tanker escort and ship assist work since the early 1980s.  Across the country the construction rate is approaching ten new buildings a year and there are few signs of slowing.  On the East Coast, however, tug companies have generally failed to follow in the same direction as Pacific Coast tug owners.  Many East Coast towing companies believe that the equipment currently in use is satisfactory for the work required. It is also a general consensus that the cost of purchasing a new advanced tug is unwarranted by current demand. The Port of Charleston, South Carolina shares this same common problem with other East Coast ports.  The intent of this study is to determine a possible solution for the Port of Charleston of how best to handle ships of increasing size safely, in a manner which is least expensive for the operation of the port as a whole. Currently, larger container vessels calling on the port's North Charleston Terminal are restricted in their transit times to the periods of flood tide only.  Additionally, an increased number of private terminals will be increasing overall vessel calls.  A suggestion will be made for the best action to take considering the proper application of tractor tugs and their specialized modes.  This suggestion will be based on increasing safety and efficiency of vessel transits in Charleston Harbor.]]></description>
      <pubDate>Sat, 17 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536977</guid>
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    <item>
      <title>FLOAT OUT THE OLD, FLOAT IN THE NEW</title>
      <link>https://trid.trb.org/View/469672</link>
      <description><![CDATA[Tidewater Construction Corporation recently grabbed a $1.4 million bonus for completing the George P. Coleman Bridge ahead of schedule.  The company was entitled to two 12-day shutdowns to complete the construction, which they accomplished in 12 days. The bridge carries United States (U.S) Route 17 in Yorktown, Virginia, over the York River.  Tidewater prefabricated the new trusses complete with concrete road decks, railings, light poles, and a bridge operator's overhead control room.  They floated out (removed) six two-lane trusses and floated in (installed) six four-lane trusses in a nonstop operation.  Sixteen tugs expedited the operation.  This article describes the entire bridge replacement process as well as the incentive/disincentive clause that made this fast track contract so profitable for Tidewater Construction.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469672</guid>
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    <item>
      <title>PRACTICAL DESIGN APPROACHES FOR THE ANALYSIS OF BARGE PERFORMANCE IN OFFSHORE TRANSPORTATION AND LAUNCHING OPERATIONS</title>
      <link>https://trid.trb.org/View/157674</link>
      <description><![CDATA[The problems and solution techniques encountered in quantifying the safety factors involved in the transportation of large offshore structures on deck cargo barges are discussed in this paper.  The primary factors considered are environmental force prediction, stability, motion and strength, and their interaction, which forms the criteria for selecting an acceptable barge/jacket configuration for towing and launching operations.  The methodologies are presented and compared in light of the state of the art in naval architecture and structural analysis, and practical implications on the design of the tiedown system and jacket reinforcement are discussed based on past experience.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157674</guid>
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    <item>
      <title>NATIONAL OCEANGOING TUG BARGE PLANNING CONFERENCE</title>
      <link>https://trid.trb.org/View/149745</link>
      <description><![CDATA[The conference program was divided into four major Sections: (1) Government Presentations: These presentations included (i) MarAd's assessment of past and current R&D programs supporting the OGTB industry, (ii) the Coast Guard's view of potential changes in regulations applicable to OGTB's, and (iii) the potential use of OGTB's for Mobilization and Navy missions.  (2) Industry Presentations: These perspectives covered the general areas of manning, operations, construction, capital costs, operating costs, marine insurance and intermodal factors.  (3) Four Simultaneous Workshops and, (4) Summary Reports of Workshop Moderators: The four topical areas used as recurring "themes" in the conference were: Legislation and Regulation; Costs, Operations and Facilities; Markets, Financing and Revenue Opportunities; Research and Development Requirements; The second morning of the conference was given to discussion of the higher-priority issues in four Workshops--one for each of the topical areas mentioned above.  The final session of the conference heard the Workshop moderators, speaking to the entire conference, summarize their Workshop's discussions, focusing on the participants' views and reactions to the presented issues.  The conference attendees then had the opportunity to comment on those summaries.  The Moderators' summaries are included.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149745</guid>
    </item>
    <item>
      <title>ANALYSIS OF WATERWAY SYSTEMS--SUMMARY REPORT</title>
      <link>https://trid.trb.org/View/82211</link>
      <description><![CDATA[The results of a series of studies relating to simulation and analysis of inland waterway transportation systems are presented.  Problems in waterway simulation experimentation, including determining the length of the transient period, identifying locks with Poisson arrival processes, and statistical analysis of autocorrelated data, are investigated.  A system simulation model is used to study the operational effects of alternative means for increasing the utilization of existing capacity.  A single lock simulator is applied to determine the effects of different lock processing rules, pleasure craft, and chamber separation on tow delays at various traffic levels.  Several empirical equations for predicting the equilibrium speed of a tow in a river channel are derived by multiple linear regression analysis.  Finally, the components and interrelationships of a comprehensive waterway systems planning methodology are described, with emphasis upon techniques for predicting waterway transportation demand.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82211</guid>
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    <item>
      <title>TENNESSEE'S OPPORTUNITIES ON ITS WATERWAYS SYSTEM</title>
      <link>https://trid.trb.org/View/82212</link>
      <description><![CDATA[To an extent this study might be considered as a report of the progress of development of Tennessee's navigable waterways for navigation and industrial use.  The analysis is also intended to stimulate interest in future planning and development to take advantage of the opportunities in navigation and industrial use.  Throughout the study the researchers sought the cooperation and advice of all agencies and individuals involved in economic planning and development of the State's rivers.  The study effort was guided by a Technical Advisory Committee which included representatives from State and Federal agencies concerned with water resource management and development, the private waterways transportation users, and waterways development associations.  The report consists of the following seven chapters: (1) Objectives and Scope; (2) Physical Characteristics; (3) River Facilities and Waterway Operations; (4) Economic Development and Benefits; (5) River port Management and Administration; (6) The Role of the Tennessee State Department of Transportation in Waterway Development; and (7) Opportunities for Development and Development Constraints.  Appendixes and a list of maps and charts are also included.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82212</guid>
    </item>
    <item>
      <title>RIVER COMMUNICATIONS--PRESENT AND FUTURE</title>
      <link>https://trid.trb.org/View/70955</link>
      <description><![CDATA[One significant stride in improving communications for today's barge and towing operations is being taken with the proposed VHF/FM prototype project on the Lower Mississippi River being developed under a cost-sharing arrangement between the Maritime Administration and the barge and towing industry.  Added relief will come with the availability of additional VHF channels for automated service and the all-important need for users to control their own communications destiny.  The RTCM Special Committee 69 has made a comprehensive study of present and future requirements for marine communications, which should provide the basis for future planning.  These recommendations have been approved by The American Waterways Operators, Inc., the national representative of the barge and towing industry.]]></description>
      <pubDate>Sat, 29 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/70955</guid>
    </item>
    <item>
      <title>ALTERNATIVE METHOD FOR INCREASING THE EFFICIENCY OF THE INLAND WATERWAYS</title>
      <link>https://trid.trb.org/View/15939</link>
      <description><![CDATA[Traditional means of increasing the capacity of our inland waterways have focused on structural improvements such as the provision of bigger, better and more expensive locks. Little attention has been given to various operational changes that can significantly improve system efficiency. The major theme of this paper is that relatively inexpensive changes in the operation of our waterways are likely to be highly cost effective, and that this route to system efficiency should be vigorously investigated.  Inefficient use of congested facilities by tow operators stems from the divergence between individual costs and social delay costs which are incurred by all users as a group.  It is argued that more economic individual decisions will be made if user charges are levied for the purpose of equating individual and social costs.]]></description>
      <pubDate>Sun, 07 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/15939</guid>
    </item>
    <item>
      <title>OCEAN TOWING AND TUG-BARGE COMBINATIONS</title>
      <link>https://trid.trb.org/View/67179</link>
      <description><![CDATA[Cost of construction, operation and flexibility are among the advantages of tug-barge combinations.  Barges are cheaper to build because of their simple construction and because they can be assembled by smaller yards, with lower overhead, that specialize in barge construction.  They are cheaper to operate principally because of the reduced Coast Guard and union manning requirements for the tug.  The size of barges is increasing and several now in operation are in the 30,000-dwt range.  Barge-tug combinations now operating or selected for operation on the Pacific Coast, Great Lakes, and the Gulf of Mexico are described.  The advantages of towing are discussed.]]></description>
      <pubDate>Wed, 30 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/67179</guid>
    </item>
    <item>
      <title>PRIMER OF TOWING</title>
      <link>https://trid.trb.org/View/43964</link>
      <description><![CDATA[The purpose is to provide practical insight into the mechanics of towing.  The book is directed principally toward the seaman or ship's office who might have some professional interest in the subject.  The field of towing and tugboat operations is extensive and practices vary greatly in different parts of the country.  In spite of this, the basics are much the same wherever one goes.  The object is to provide sufficient information to enable those aspiring to this line of work to enter in with a sound knowledge of the fundamentals.  The book contains thirteen chapters dealing with tugs and barges in general, gear and rigging for coastwise and ocean work, ship work, barge handling, making and breaking at the multiple tow, inland and river towing, salvage and rescue, anchor work, handling the super barges and general tips on towing.  It is written in plain English with easily understood descriptions and practical explanations and numerous sketches and diagrams of various procedures.]]></description>
      <pubDate>Wed, 06 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/43964</guid>
    </item>
    <item>
      <title>REVIEW OF RIGID INTEGRATED TUB-BARGE COMBINATIONS</title>
      <link>https://trid.trb.org/View/45809</link>
      <description><![CDATA[It is the intention of this paper to assist designers, shipbuilders and operators to understand better what the implications of this subsection are with respect to the American Bureau of Shipping's review of the hull structure of ITB combinations.  Descriptions and illustrations of the various connection systems employed on those ITB combinations built or under contract to be built to Bureau class are included and drawn upon to illustrate several specific design considerations.  A brief discussion of the role of the classification society with respect to the marine industry in general and novel designs in particular is included in order to place the Bureau's approach to these designs in perspective.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45809</guid>
    </item>
    <item>
      <title>THE ECONOMICS OF DREDGING SAND AND GRAVEL FOR AGGREGATE</title>
      <link>https://trid.trb.org/View/33722</link>
      <description><![CDATA[Sand and gravel is dredged from the sea bed at certain offshore sites of the U.K.  This material is primarily intended aggregate for concrete.  The dredgers used in the industry range in hopper size from 300 tons to 2300 tons with even larger sizes in prospect.  This report is concerned with some of the economic aspects of this relatively new and growing industry as revealed by a study of one particular firm and its vessels.  The firm studied, herein called SAGAMORE, operates in several coastal areas with a fleet of trailing suction dredgers.  The data has been analysed by treating each dredger as though it were a separate firm, the objective being to arrive at an internal rate of return (IRR) for each dredger.  The implications of differences in IRR as related to vessel size are noted and used to develop a model for a tug/barge/dredger operation in one coastal area.  The vehicle for analysis is a price model using discounted values of future revenue and costs to establish the IRR that makes the net present value of such cash flows equal to zero.  The sensitivity of the IRR to variables is noted.  The results indicate that the tug/barge/dredger combination has a higher rate of return than the traditional system.  For simplicity the firm under study has been called SAGAMORE and vessels, banks, ports and customers given code letters and numbers.]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/33722</guid>
    </item>
    <item>
      <title>EXPANDED USAGE OF TUG BARGE TRANSPORTATION</title>
      <link>https://trid.trb.org/View/23872</link>
      <description><![CDATA[The report highlights the history and use of tugs and barges and compares the conventional ships with today's combination units. An economics study reveals the benefits of the unit vessels over the other modes of water carriers.]]></description>
      <pubDate>Thu, 26 Jun 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23872</guid>
    </item>
    <item>
      <title>NEW TUG-BARGE SYSTEM FOR BOTH COASTAL AND OCEAN SERVICE</title>
      <link>https://trid.trb.org/View/31336</link>
      <description><![CDATA[The established concept of a rigidly linked tug and barge has now been evolved to a stage where the combination can be operated as a full seagoing vessel.  A new system for rigidly connecting a tug and a barge for service in a full ocean environment is now available.  The interconnection is achieved semiautomatically and the resultant vessel has many commercial and technical benefits.  These benefits and the actual system components are fully described.]]></description>
      <pubDate>Thu, 29 May 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31336</guid>
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