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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>ECONOMIC AND COMMERCIAL CONSIDERATIONS AFFECTING THE MARITIME TRANSPORTATION OF TROPICAL PRODUCE</title>
      <link>https://trid.trb.org/View/66109</link>
      <description><![CDATA[The main aim of this paper is to discuss certain trends and possible developments in the shipping of selected major types of tropical produce, and especially in the vessel-load movement of sawn hardwood, plywood and rubber.  In passing, the paper touches briefly on certain related topics, especially on trends affecting relevant deep-sea general-cargo traffics and cargo-liner service movements; the implications of these shipping trends under discussion in relation to the concentration or de-concentration of deep-sea vessel ports of call; and certain aspects of port charging practice where changes may be necessary if maximum advantage is to be drawn from the development and potential developments in deep-sea shipping under discussion.  Also considered are certain economic/commercial preconditions which may be thought necessary for potential benefits fully to be realised.  To avoid undue generality, and so to concentrate the discussion, examples will be taken from inside the ECAP area; and, indeed, specifically from a small number of relevant trades.  However (and this is the justification of the wide-ranging title of the paper) many of the concepts and some of the considerations affecting the commodity flows described may have relevance in other trades of the member countries of the Economic and Social Commission for Asia and the Pacific (ESCAP), or in other parts of the world.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66109</guid>
    </item>
    <item>
      <title>INTERNATIONAL RELATIONS AND MARITIME DEPENDENCE</title>
      <link>https://trid.trb.org/View/66110</link>
      <description><![CDATA[This paper examines the growth of world trade in the period 1960-70 and its characterization by two indices, the Maritime Potential Index and the Maritime Dependence Index.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66110</guid>
    </item>
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      <title>THE INDIRECT BENEFITS OF SHIPPING TO A NATIONAL ECONOMY</title>
      <link>https://trid.trb.org/View/66111</link>
      <description><![CDATA[Shipping space to an economist is a good like most others offered for sale in a market, and the user who pays for this good is its consumer.  However there seems to be scope for fruitful discussion as to who is the effective, i.e. real, consumer when those who pay freight are able to pass on their costs.  An attempt is made in this paper to describe how the indirect benefits of a shipping industry to a national economy can be measured and how these benefits are shared between importers and exporters. Further, the paper suggests guidelines for ascertaining who are the effective consumers of sea transport.]]></description>
      <pubDate>Sun, 16 Jan 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/66111</guid>
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      <title>OPERATING DIFFERENTIAL SUBSIDIES: PROBLEMS AND ALTERNATIVES FOR THE UNITED STATES</title>
      <link>https://trid.trb.org/View/46931</link>
      <description><![CDATA[In this paper a proposal for a Competitive Rate of Return (CRR) based operating-subsidy system is made as an alternative to the existing US foreign-cost parity ODS system.  Such an alternative, if adopted, could be successful in meaningfully relating US government maritime subsidy programmes to the legitimate financial needs of the industry.  From the operator's viewpoint, the risk of drastic revenue fluctuations is removed, yet adequate opportunities are provided for firms with above average performance to be rewarded for their efficiency in higher than average profits.  Similarly, poorly run firms have an opportunity to lose money, in spite of government subsidies. From the government's viewpoint the CRR programme guarantees the provision of essential shipping services at the lowest possible cost. Because of substantial incentives to the operator on both the revenue and cost side of his profit equation, it is more likely that long-run government operating subsidies can be reduced under CRR than under the present system.  Although the CRR system has been described for use in determining subsidies for both bulk and general cargo carriers, it has been recommended that this system be considered first for implementation in the case of bulk vessels, because of the newness of the bulk subsidy programme.  In additon, the 1970 Act gives MarAd the flexibility to initiate such a programme for bulk vessels without the necessity of new legislation.]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46931</guid>
    </item>
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      <title>VEHICLE LIGHTING IN THE DAY-TIME</title>
      <link>https://trid.trb.org/View/45447</link>
      <description><![CDATA[This article puts forward a proposal for a ban on dipped headlights in the day-time based on the following four considerations: 1. Traffic in Holland includes more categories of vehicles than in other countries because of the great number of mopeds and bicycles; dipped headlights overemphasize the position of the motorcar. 2. Possibility for oncoming traffic of being dazzled, especially people on mopeds or bicycles wearing glasses. 3. Existing dipped headlights are too strong and cause visual trouble. 4. False feeling of safety for the driver. /TRRL/]]></description>
      <pubDate>Thu, 16 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45447</guid>
    </item>
    <item>
      <title>THE DOMESTIC RESOURCE COSTS OF ESTABLISHING/EXPANDING A NATIONAL FLEET</title>
      <link>https://trid.trb.org/View/46445</link>
      <description><![CDATA[It has been openly advocated by UNCTAD, and widely accepted by the nations concerned, that developing countries should aim at expanding their own shipping fleets and at carrying a higher proportion of their trade. The formula suggested by UNCTAD for the division of trade is 40: 40: 20; i.e. a national line should be entitled to 40% national export cargo, 40% national import cargo and 20% crosstrading rights. The purpose of this paper is to suggest economic criteria that can be used as a policy tool in decision-making regarding the establishing/expanding of national fleets. Implementation of UNCTAD'S recommendation may have great impact on shipping.]]></description>
      <pubDate>Sat, 04 Sep 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/46445</guid>
    </item>
    <item>
      <title>COST-BENEFIT OF IMPROVING PORT ENTRANCE CHANNELS</title>
      <link>https://trid.trb.org/View/45659</link>
      <description><![CDATA[Examines costs and benefits, alternatives in port investments, strategy and timing of channel improvements, a methodology for calculating benefits and the analytical problem.  Without this article producing actual figures, it is the author's experience that the quantitative gains from improving restrictive port entrance channels are large, both in terms of their own financial net present value and in comparison with alternative port investment schemes to reduce congestion, and frequently less gross capital outlay is required or risked.  Therefore, in any master plan for port development, this proposed investment should be carefully evaluated.  Finally, the most important lesson is that cost-benefit studies of improving port approaches must be pragmatic.  A mathematical model is a poor guide to an individual port's situation and quite useless as a tool of analysis for other ports.]]></description>
      <pubDate>Wed, 09 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45659</guid>
    </item>
    <item>
      <title>TRAINING IN MARITIME TECHNOLOGY</title>
      <link>https://trid.trb.org/View/36752</link>
      <description><![CDATA[Reviews the training in maritime technology for deck officers in the merchant service. It does not enter into details about the extent and depth of the training syllabus but attempts to encourage viewing the syllabus as a system with many interconnecting branches and not to see it as a series of separate parallel paths ending in a common output. Fundamental principles come first and should then be applied to particular shipboard situations. Traditional training in many countries is still based on the parallel-paths concept which acts restrictively on self-training and adaptation on board ships when college training periods are past. Gradually, however, a system approach to education is emerging and university-based training and education in maritime technology may assist in adding momentum to this tendency.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36752</guid>
    </item>
    <item>
      <title>THE CHOICE OF SHIP SIZE ON DEEP SEA GENERAL CARGO ROUTES</title>
      <link>https://trid.trb.org/View/36754</link>
      <description><![CDATA[The introduction of unit load methods, particularly the cellular container system, has been associated with a large increase in ship size on some of the world's major general cargo routes. In this sector, ship size is determined by a set of interactions between handling performance, route length, traffic flow, itinerary, requirements for frequent and regular service, port costs and general system organization. This paper explores these relationships to identify major influences and to consider the prospects for futher growth.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36754</guid>
    </item>
    <item>
      <title>THE ORGANIZATION OF NAUTICAL TRAINING AND EXECUTIVE LEADERSHIP</title>
      <link>https://trid.trb.org/View/36753</link>
      <description><![CDATA[The aim of this paper is to indicate some of the distinctive problems of executive leadership which surround the control of authority in merchant navy training schools in the United States, Great Britain, and Spain. On the basis of extensive field interviews with the staff and directors of two American three British, and two Spanish schools, the purpose is to suggest conditions which give rise to the need for particular kinds of leadership styles, depending upon the manner by which nautical education is organized. The thesis is that the organizational chartering arrangements (defined as contractual and quasi-contractual linkages with various third parties to nautical education) mandate specific kinds of internal structural patterns within nautical schools which, in turn, produce the need for different styles of executive leadership.]]></description>
      <pubDate>Fri, 14 May 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/36753</guid>
    </item>
    <item>
      <title>SOME CONCOMITANTS OF MARITIME EMPLOYMENT: THE LONGSHORE CASE</title>
      <link>https://trid.trb.org/View/34939</link>
      <description><![CDATA[The longshoremen of Portland, Oregon, and their families form an occupational community in a medium-sized city on the North-west Pacific Coast of the United States.  They are tightly bound into the economic structure and institutions of the nation and the world for their occupation, and the industry of which it is a part is a function of international trade.  However, unlike many other workers in modern industrial nations, their way of life is not sheltered from the vagaries of the weather and the sea, but rather is rendered uncertain by these natural forces.  In this way, they are very like farmers, and in many ways they react to their problems much as farmers do. The purpose of this paper is to point up some of the consequences of seeking a livelihood in a maritime occupation.]]></description>
      <pubDate>Wed, 05 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34939</guid>
    </item>
    <item>
      <title>OCCUPATIONAL BEHAVIOUR AND COMMITTMENT OF SEAMEN - PARTS I AND II</title>
      <link>https://trid.trb.org/View/34111</link>
      <description><![CDATA[The study of seamen in a particular country offers the opportunity of examining various social and occupational aspects of a unique occupational community which has structural parallels in every seagoing nation.  This paper reports the result of a study of seamen of the Israeli Merchant Marine and is based on parts of a comprehensive research project on Recruitment, Development, and Utilization of Manpower in Isrel's Merchant Marine, financed by the Ministry of Transportation, State of Israel.  The purpose of the whole project was to advise the Ministry and the maritime companies regarding manpower policies designed to fill the shortage of professional seamen.  It examines the extent to which social and occupational characteristics and job attitudes of seamen nin the operating departments (deck, engine, radio) are related to differential occupational behaviour.  The second part of the study discusses factors related to differential occupational commitment of seamen.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34111</guid>
    </item>
    <item>
      <title>THE ECONOMICS OF TANKER SLOWDOWN: AN OBSERVATION</title>
      <link>https://trid.trb.org/View/34710</link>
      <description><![CDATA[This paper discusses the relationship between speed reduction and spot rates at which the owner breaks even. Thus, at a World Scale below the break-even point the owner could slow down to the indicated speed, make up his lost capacity by voyage chartering, and save money in the bargain. It is generally believed that the larger part of the world's tanker fleet is now sailing at reduced speed.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34710</guid>
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    <item>
      <title>AN ANALYSIS OF THE STRATEGIC ATTRIBUTES OF INTERNATIONAL STRAITS</title>
      <link>https://trid.trb.org/View/38557</link>
      <description><![CDATA[Straits have frequently received attention in international law writings, treaties, conventions, and court decisions. The primary concern in almost all situations has been the question of passage through those straits considered to be international.  Since the function of an international strait is to connect two larger bodies of water, the strategic character of a strait is based on the fact that passage through the strait saves time, cost, and distance. Currently, there is controversy over the existing laws governing passage through international straits. Suggestions have been made that a special juridical regime be established for certain straits, and this passage issue has been a primary concern at the Law of the Sea Conference. If a special juridical regime be proposed, the logical question arises:  What criteria should be employed to determine which straits are to be placed under the new jurisdiction?  Other questions involve the structure of the regime, its function, and the means of implementation, but this paper addresses only the question regarding criteria. Its purpose is to establish a set of criteria which may be used to evaluate a strait's strategic importance; to categorize certain straits by these criteria; and to review the conflicting positions on the question of passage through international straits by focusing on the Malacca Strait.  (Author)]]></description>
      <pubDate>Thu, 29 May 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38557</guid>
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