<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>THE PREDICTION OF REALISTIC LONG-TERM SHIP SEAKEEPING PERFORMANCE</title>
      <link>https://trid.trb.org/View/394546</link>
      <description><![CDATA[Until recently, seakeeping predictions during design have usually been carried out for a small number of sea states chosen to represent typical or extreme wave conditions that a ship might encounter in its lifetime.  Now that systematic wave climate data has become available for many sea areas, and the costs associated with predicting ship motions have fallen due to the increasing speed of modern computers, it is possible to predict the level of ship motions over a single voyage or over the ship's lifetime, taking account of all the sea states which it is likely to encounter, and of the speeds and headings that it will want to adopt.  This long- term prediction of seakeeping performance can be made more realistic by taking into account the response of the ship's master to severe conditions, firstly by avoiding rough weather altogether and secondly by reducing speed or changing heading to reduce the ship motions once rough weather has been encountered. This paper describes a method by which such a realistic prediction of long-term ship seakeeping performance can be made, using the computer programs implemented at BMT Ltd. (British Maritime Technology, Ltd) to illustrate the problems of data availability and computing cost, and presenting calculated and recorded data for a single voyage of the Fisheries Protection Vessel SULISKER.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394546</guid>
    </item>
    <item>
      <title>ROBOTICS AND FAST (FLEXIBLE AUTOMATION IN SHIPBUILDING TECHNOLOGY)</title>
      <link>https://trid.trb.org/View/394547</link>
      <description><![CDATA[This article begins with a brief history of the use of robots in shipbuilding and goes on to present the case for increasing that use. It reviews current developments in the design of robots and enumerates shipyard areas and processes that are best suited to robotization. Two examples of applications in shipbuilding are given: robotic cutting in the section preparation area and robotic welding in small batch manufacturing. The FAST concept (Flexible Automation in Shipbuilding Technology) is introduced, as establishing the way the shipbuilding industry must move in order to achieve CIM (Computer Integrated Manufacturing). Both concepts are explained in some detail.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394547</guid>
    </item>
    <item>
      <title>METHODS FOR INCORPORATING UNCERTAINTY IN PRELIMINARY SHIP DESIGN</title>
      <link>https://trid.trb.org/View/394548</link>
      <description><![CDATA[This paper provides a summary of some of the methods used to take uncertainty into account in preliminary ship design calculations. It is not meant to be an exhaustive list but an overview of some of the more important techniques that can be fruitfully employed. In view of the fact that it is often possible to explicitly take account of the inherent uncertainty in a design situation, it may be expected that the quality of the decisions may be somewhat improved in that the consequences of uncertainty in parameter estimation can be clearly seen and expensive mistakes thus avoided. Decisions are seldom exactly right but avoiding the big mistakes can often mean the difference between solvency and bankruptcy.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394548</guid>
    </item>
    <item>
      <title>THE APPLICATION OF CONTROLLABLE BALLASTING TO CARGO CARRYING SHIPS</title>
      <link>https://trid.trb.org/View/394720</link>
      <description><![CDATA[This paper reviews the extent to which a 43,000 ton deadweight bulk carrier can accommodate a variety of draft (displacement) and trim conditions to suit the prevailing weather by controlling water ballast, and the economic performance of the ship in these conditions, including the influence of larger diameter propellers.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394720</guid>
    </item>
    <item>
      <title>THE APPLICATION AND FUEL ECONOMY OF GAS TURBINE COMBINED CYCLE FOR LNG CARRIERS</title>
      <link>https://trid.trb.org/View/394721</link>
      <description><![CDATA[Merchant ships have achieved rapid progress in fuel conservation and remarkable results are being reaped in connection with improvements in main engine thermal efficiency, improvement of hull form design and development of new waste heat recovery techniques. Due to the fluctuating fuel supply situation in Japan, however, development of more efficient energy-saving systems seems necessary. The Japanese Ministry of Transport therefore implemented a survey and research project on the combined cycle engine that is expected to significantly improve thermal efficiency in marine propulsion plants. A trial gas turbine combined cycle system was designed for installation on LNG carriers. This paper offers a report on the performance of this engine. It also deals with a comparison of the performances of other LNG carrier propulsion plants under consideration, such as diesel engines.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394721</guid>
    </item>
    <item>
      <title>PRESIDENTIAL ADDRESS: A CASE FOR SHIPBUILDING</title>
      <link>https://trid.trb.org/View/395415</link>
      <description><![CDATA[This address by the incoming president of the North East Coast Institution of Engineers and Shipbuilders analyzes the problems that beset the shipbuilding industries of the UK and other West European countries and presents recommendations for allocating those problems.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395415</guid>
    </item>
    <item>
      <title>OFFSHORE VEHICLE DESIGN: THE CONSEQUENCES OF OPERATING IN ICE</title>
      <link>https://trid.trb.org/View/395416</link>
      <description><![CDATA[This paper examines the design and operation of marine vehicles that provide support for Arctic offshore engineering. It is primarily written against a background of operation in the Beaufort Sea, the only region in which offshore work in fully ice-infested waters is in progress.  Quantitative ship design data are not introduced; with the relatively few ships in service, parametric relationships would be unreliable and reference to particular ships is usually restricted by commercial interests.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395416</guid>
    </item>
    <item>
      <title>THE TRANSPORTATION OF LARGE INDIVISIBLE LOADS</title>
      <link>https://trid.trb.org/View/395991</link>
      <description><![CDATA[An abnormal indivisible load is one in excess of 4.25m in width, or 27.5m in length, or 150 tons gross weight. This lecture concentrates on the evolution of transportation techniques for the large steam turbine generators and associated equipment manufactured by NEI Parsons, UK, which constitute loads of this type. The history of transport developments for the equipment, including vehicle developments and sea transportation developments, is recounted. Route improvements, transportation arrangements for export contracts, future trends and product design considerations are then discussed in turn.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395991</guid>
    </item>
    <item>
      <title>AN IMPROVED METHOD OF CALCULATING ENGINE EXCITED HULL VIBRATIONS</title>
      <link>https://trid.trb.org/View/395992</link>
      <description><![CDATA[It is shown how the energy method can be used to obtain amplitudes of vibration at resonance. The basis for the method is that vibration amplitudes and stresses of a vibration system oscillating at any of its natural frequencies can be calculated by equating the energy input from the exciting forces for any particular order to the energy absorbed by damping for that same order. The method provides an objective for a finite element analysis, the fundamentals and application of which, in relation to the calculation of engine excited hull vibrations, are explained.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395992</guid>
    </item>
    <item>
      <title>TECHNICAL MANPOWER PLANNING</title>
      <link>https://trid.trb.org/View/395993</link>
      <description><![CDATA[Manpower is any company's most valuable resource. The author is concerned with those aspects of manpower planning influenced by the education, training and development of technical staff. The statistics used were provided by large and small companies involved in shipbuilding; boatbuilding; ship repair; equipment supply, training and consultancy; and by classification societies.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395993</guid>
    </item>
    <item>
      <title>PRELIMINARY SHIP DESIGN USING A MICRO-BASED SYSTEM</title>
      <link>https://trid.trb.org/View/396598</link>
      <description><![CDATA[The technical departments of shipyards are faced with pressures to produce acceptable design proposals on very short notice. Further pressure arises from the fact that what are called for are often sophisticated one-off vessels of which the shipyard has no previous experience. There is also a lack of suitable computer software that might be used as an aid at the conceptual or pre-contract stage of the design process. A microcomputer-based design package to fill this need is described. It is a fully-integrated comprehensive CAD package under development at the Department of Naval Architecture at the University of Newcastle-upon-Tyne on behalf of Marine Design Consultants Ltd, a subsidiary of British Shipbuilders.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/396598</guid>
    </item>
    <item>
      <title>THE CHALLENGE OF AUTOMATION IN SHIPBUILDING</title>
      <link>https://trid.trb.org/View/397081</link>
      <description><![CDATA[Under existing conditions, with world demand for ships being far below supply capacity, the key to survival for the shipbuilding industry lies in technical innovation concurrent with retrenchment. This paper considers how the manufacturing strategy developed by the mass production industry can provide guidance for the automation of shipbuilding. It then describes an analytical top-down approach for ship hull construction and how such an analysis links to manufacturing subsystems (islands of automation, a bottom-up approach). The purpose is to explain how an environment for Computer Integrated Manufacturing can successfully be created.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397081</guid>
    </item>
    <item>
      <title>THE DESIGN AND OPERATION OF CATAMARAN VESSELS</title>
      <link>https://trid.trb.org/View/397082</link>
      <description><![CDATA[The effectiveness of the large oceangoing SWATH vessel has been demonstrated by the construction and operation of the Japanese vessel KAIYO and of earlier, smaller SWATHs. The direction being taken by design developments is indicated by the success of the MARINE SHUTTLE, an asymmetric demihulled catamaran. The concepts underlying the design of both the KAIYO and the MARINE SHUTTLE are described in some detail.  General arrangement drawings, speed-power curves, turning circles and charts of motions in rough water are included.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397082</guid>
    </item>
    <item>
      <title>THE NATIONALISED SHIPBUILDING INDUSTRY IN THE UNITED KINGDOM: THE FIRST DECADE, 1977-1987</title>
      <link>https://trid.trb.org/View/397726</link>
      <description><![CDATA[The first part of this article presents the background for the nationalization of the shipbuilding industry in the UK, beginning with the First World War and ending with implementation in 1977. The second part comprises a year-by-year review of conditions during the first decade of nationalization, 1977-1987. The advantages and disadvantages of nationalization are then summarized and the problems facing British Shipbuilders, the Corporation embodying much of the nationalized industry, are enumerated. The article concludes with a discussion of the future of the industry and of the urgency of raising standards and improving productivity.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397726</guid>
    </item>
    <item>
      <title>MARINE SURVEYS AND SURVEYORS TODAY</title>
      <link>https://trid.trb.org/View/397778</link>
      <description><![CDATA[A ship is subjected to surveys of one type or another throughout its life. These surveys are necessary to ensure the maintenance of standards that contribute to the safe operation of the ship. The various survey categories are briefly explained. It is noted, too, that from the shipowner's point of view, the practice of having different surveyors attending at the time of survey--often examining the same item--is costly and time consuming. Suggestions are offered for improving this situation.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397778</guid>
    </item>
  </channel>
</rss>