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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>ACTION AT THE ITB MARKET</title>
      <link>https://trid.trb.org/View/160030</link>
      <description><![CDATA[In the late 1970s there was a flurry of orders around U.S. shipyards for integrated tug-barges.  Marine marketing managers say the concept will stick around and that ITB building will increase during the early part of this decade. Why the ITB?  It's cheaper to build and less costly to operate than a conventional ship.  Tugs and barges can be constructed in a greater number of yards than are available for construction of conventional ships.  This wider, more competitive market results in lower construction costs. Engineering economy studies show ITB crude oil or product carriers have an economic advantage over a conventional tanker of between 8-15 percent on short to medium-length, domestic or international voyages.  This article provides a brief look at the U.S. ITB market; including which shipping companies are ordering the ITB systems and which shipyards are building them.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
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      <title>STANDARDIZATION OF HULL DESIGN</title>
      <link>https://trid.trb.org/View/155122</link>
      <description><![CDATA[It is the intention of this paper to analyse chined hull form of tugs and to offer, for consideration, an approach to hull design which optimises basic parameters so that routine design work is reduced to a minimum, and the effect of escalating shipbuilding costs is minimised.  Order from NSFI as No. 19478.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155122</guid>
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      <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>
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      <title>TUG CONVERSION: AN ALTERNATIVE TO NEW CONSTRUCTION</title>
      <link>https://trid.trb.org/View/47477</link>
      <description><![CDATA[Craft which were built in the latter days of World War II form the basis of most present day conversions, although many boats built in World War I also found their way into commercial service.  There are many reasons to either convert a sound hull of some other type into a tug or to modernize and improve an older tug.  The principal reasons are: (1) a sound hull of the desired size is either available at a reasonable price or already exists in the Owner's fleet; (2) the acquisition cost of a new boat exceeds the Owner's ability or desire to pay; (3) an otherwise suitable boat has obsolete machinery and equipment and/or inadequate quarters.]]></description>
      <pubDate>Wed, 13 Apr 1977 00:00:00 GMT</pubDate>
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      <title>MSB TO COMPUTE FOREIGN COSTS FOR LNG AND TUG/BARGE VESSELS</title>
      <link>https://trid.trb.org/View/46882</link>
      <description><![CDATA[The Maritime Subsidy Board has authorized publication in the "Federal Register" of a notice that it intends to compute the construction of integrated tug/barge type vessels.  The purpose of this computation is to establish the construction-differential subsidy rate for two vessels to be constructed for Coordinated Caribbean Transport, Inc.  The shipbuilder for this project has not yet been chosen.  The MSB has also authorized publication in the "Federal Register" of a notice that it intends to recompute the estimated foreign cost of 125,000-cubic-meter LNG vessels. The purpose of this recomputation is to adjust the CDS rate for two vessels to be built by the Quincy Shipbuilding Division of General Dynamics.  The estimated completion date for these vessels is in the first quarter of 1980. (No further information in article).]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46882</guid>
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      <title>THE DESIGN OF AN OPTIMAL TUG</title>
      <link>https://trid.trb.org/View/19316</link>
      <description><![CDATA[A mathematical model is set up to simulate the towing operation.  This model contains the tug design, tug operation and optimization of tug.  Finally the calculation program is applied in two examples.  Conclusions are mentioned in the respective chapters.]]></description>
      <pubDate>Mon, 15 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19316</guid>
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