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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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      <title>SEAKEEPING CHARACTERISTICS OF SWATH VESSELS</title>
      <link>https://trid.trb.org/View/407004</link>
      <description><![CDATA[SWATH ships offer seakeeping characteristics superior to those of conventional monohulls. Recent decades have therefore seen considerable research into the hydrodmechanics of SWATH ships and the development of practical design tools. Some of the basics of SWATH hydromechanics are illustrated by comparing the hydrodynamic characteristics of a 2,847-ton SWATH vessel with a monohull of the same displacement. Special aspects of SWATH design are dealt with, such as the design of stabilizing fins.  Observed differences in the motion of the two hulls are interpreted in the light of the wave climate prevailing in the North Sea.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
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      <title>SAFETY INTEGRATED REDESIGN OF DUTCH BEAMTRAWLERS</title>
      <link>https://trid.trb.org/View/407005</link>
      <description><![CDATA[The traditional beamtrawler layout--single deck hull, extended forecastle, and accommodation with wheelhouse aft--incorporates some major safety drawbacks, namely: very poor lines of vision, high noise levels, and a high rate of personnel accidents. It is explained how a theoretical method developed by Delft University of Technology to solve safety problems can be combined with practical beamtrawler knowledge to reduce safety risks to an acceptable residual level. To illustrate, a case study on improving working conditions and preventing occupational accidents aboard a beamtrawler is presented. For a more complete version of this article, see AN 12550.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407005</guid>
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      <title>ADMIRALENGRACHT EN ACHTERGRACHT: LATEST ADDITIONS TO SPLIETHOFF'S MULTIPURPOSE FLEET</title>
      <link>https://trid.trb.org/View/407006</link>
      <description><![CDATA[The ADMIRALENGRACHT and ACHTERGRACHT are the first two deliveries in a series of seven multipurpose ships ordered by the Amsterdam shipowning firm of Spliethoff's Bevrachingskantoor B.V. The new ships represent yet another step in the development of the company's multipurpose fleet, which was started in about 1975. The first part of the article describes the gradual development of multipurpose ships from the early L class to the present A class. The second part describes the two new vessels in more detail. The main design requirements were: a deadweight of 11,500 tons; a service speed of 15.5 knots; a single box-shaped hold with three hatches; flexible subdivision of the hold by pontoon-type tweendeck hatch covers; suitability for the carriage of sensitive paper products; suitability for the transport of containers of all current dimensions; and ice strengthening.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407006</guid>
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      <title>THE ROTATING PISTON MORE THAN 50 YEARS ON</title>
      <link>https://trid.trb.org/View/407007</link>
      <description><![CDATA[The rotating piston is unique to the Sulzer Z-type medium-speed diesel engine and has proven valuable in helping to achieve satisfactory engine performance on poor-quality residual fuel oils. Its design has also proven to be exceptionally reliable, providing a high level of safety under such extreme operating conditions as those associated with rapidly changing engine loads. A brief background is given on the various development stages of the piston since the patenting of the concept in 1937. The rotating mechanism is then described, after which the design benefits and service experience are reviewed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407007</guid>
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      <title>M.S. TORPO--WITH SPECIAL ARRANGEMENTS FOR THE CARRIAGE OF FERRO- SILICIUM</title>
      <link>https://trid.trb.org/View/407008</link>
      <description><![CDATA[Features of the new general cargo ship TORPO that make it suitable for the carriage of ferro-silicium are described. This is a bulk commodity available in different grades that must be kept separated. To achieve this, the TORPO and two sisterships have six pairs of doors that, when closed, form separation bulkheads in the holds. Ferro-silicium is heavy, with stowage factors ranging from 17 to 26 cu.ft./ton, depending upon the grade, so the holds will be only partially filled. The doors are therefore only 9m high and can be folded back into recesses when not in use.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407008</guid>
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      <title>A NEW RANGE OF CARGO VESSELS</title>
      <link>https://trid.trb.org/View/407396</link>
      <description><![CDATA[A range of cargo vessels developed by the Netherlands' Damen Shipyards is described. It includes five types of ships with a deadweight of 1,500 to 6,000 tons. Those up to 3,000 tons are called the Combi Coaster, and the larger ships are called Combi Freighters. They are, variously, short sea trade vessels, coasters, and multipurpose freighters. The versatile designs incorporate the principle underlying Damen's philosophy, which is to build standardized vessels that can be adjusted to the demands of individual shipowners. Profile drawings of the five types are shown.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407396</guid>
    </item>
    <item>
      <title>SEMI-SUBMERSIBLE HEAVY-LIFT SHIPS IN OPERATION</title>
      <link>https://trid.trb.org/View/407397</link>
      <description><![CDATA[Towing floating objects over the ocean has always had its risks, and accidents have been numerous. The accident cause has frequently been identified as failure of the towing connection. The author tells how Wijmuller Transport B.V., recognizing this, entered the heavy lift market by introducing a semisubmersible barge with auxiliary propulsion, followed in the late 1970s by fully self-propelled heavy lift vessels.  Larger and more powerful vessels were added to the fleet during the decade of the 1980s, and several heavy lift dry transport operations carried out by these ships are described to illustrate the versatility and capabilities of the self-propelled semisubmersible heavy lift vessel.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407397</guid>
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    <item>
      <title>INTEGRATING WHEELHOUSE ELECTRONICS AND LAYOUT ON BOARD DUTCH BEAMTRAWLERS</title>
      <link>https://trid.trb.org/View/407712</link>
      <description><![CDATA[The Dutch fishing industry is very individualistic, with most companies being family businesses. For this reason, the diversity of the equipment found in the wheelhouses of fishing vessels is very great. The quantity and noise of the great variety of equipment can confuse the steersman and be detrimental to safety, as is borne out by studies showing that an increasing number of fishing vessels are becoming involved in collisions in the North Sea. The state of the art for a modern beamtrawler is described, including the design being developed in collaboration with the Technical University at Delft to develop an integrated wheelhouse that will help to improve safety.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407712</guid>
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    <item>
      <title>GASTANKER 'DOLLART GAS'</title>
      <link>https://trid.trb.org/View/407714</link>
      <description><![CDATA[The DOLLART GAS, the first of a series of four liquefied gas carriers designed by Pattje Shipyards, Holland, for Hartmann Schiffahrts GmbH, Germany, is described. The vessel is specially designed to transport a full load of ethylene cargo at a maximum draft of 17 ft in order to be able to berth at shallow-water terminals, a capability that the gas transport market increasingly requires. The length oa of the DOLLART GAS is 99.97m, deadweight is 5,600 tons, and service speed is 14 knots.  Propulsion is by a MaK 9M 453C diesel of 3,000 kW at 600 rpm, capable of running on heavy fuel oil of I.F. 380 quality. Profile and general arrangement drawings are included.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407714</guid>
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    <item>
      <title>DESIGN, SURVEY AND REPAIR OF OFFSHORE STRUCTURES</title>
      <link>https://trid.trb.org/View/166163</link>
      <description><![CDATA[Casualty data for a variety of offshore structures are presented and analysed to identify the principal modes of failure.  The application of fatigue analysis in the design, construction and survey of floating and fixed offshore structures is discussed in relation to the requirements of the U.K. Department of Energy for the issue of a valid certificate of fitness for operations in the North Sea.  The problems of underwater survey and repair work are examined from the viewpoint of the classifying society.  The paper concludes with a review of research work in a number of countries on underwater welding processes.  Order from BSRA as No. 54,830.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166163</guid>
    </item>
    <item>
      <title>A SIMPLE METHOD OF CALCULATING THE SOUND LEVEL IN THE ACCOMMODATION OF SEAGOING SHIPS UNDER CONSTRUCTION</title>
      <link>https://trid.trb.org/View/166089</link>
      <description><![CDATA[A method is described whereby the sound level in the cabins of seagoing ships can be calculated with the aid of three nomograms derived from the mechanical and acoustical data of the principal noise sources.  The method, which is suitable for non-specialist use, enables determination of the sound level to be made at an early stage in the construction, when measures can be taken to reduce unacceptable noise levels.  To illustrate the use of the method, a calculated example is given.  Order from BSRA as No. 54,623.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166089</guid>
    </item>
    <item>
      <title>DEVELOPMENT PROSPECTS FOR MEASUREMENT TECHNOLOGY IN SHIPBUILDING</title>
      <link>https://trid.trb.org/View/166098</link>
      <description><![CDATA[The introduction of module- and block-building methods to shipbuilding has resulted in a requirement for improved measuring techniques, such as those employed in the Japanese GAMMA and ROTAS systems, the basic principles of which are briefly reviewed.  A description is then given of two module assembly systems of potential for the Dutch shipbuilding industry.  The "Frame Assembly System" and the "Grand Rolling Assembly System" are considered suitable for the construction of ships of up to 50,000 tons deadweight. A scheme for organising the preparatory phases of these new construction processes is presented.  Order from BSRA as No. 54,553.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166098</guid>
    </item>
    <item>
      <title>STABILITY OF OFFSHORE SUPPLY SHIPS</title>
      <link>https://trid.trb.org/View/160816</link>
      <description><![CDATA[In a communication to shipping organisations and shipbuilders dated 23 August 1977, the Chief of the Netherlands Shipping Inspectorate drew attention to the revised regulations concerning the intact stability of offshore supply ships.  This article deals with the special operational requirements of offshore supply ships which have led to the formulation of the new recommendation on intact stability for these vessels. Factors affecting the stability are considered as follows: Influence of Trim on Stability: Influence of Water on Deck: Operational Requirements: Criteria for Intact Stability: Conclusions.  The interim recommendation and the method for the calculation of stability curves are presented as an Appendix (in English).  Order from BSRA as No. 54,260.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160816</guid>
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    <item>
      <title>HYDRODYNAMIC REACTIONS TO PROPELLER VIBRATIONS</title>
      <link>https://trid.trb.org/View/147414</link>
      <description><![CDATA[The unsteady dynamic loads resulting from a propeller running in a non-uniform wake induce propeller vibrations, and, depending on the magnitude of these vibrations, reactions of the surrounding water will occur.  These reactions are effects of added masses and added monents of inertia, and of damping, and the Authors, of the Netherlands Ship Model Basin, have here used unsteady lifting-surface theory to calculate them for a number of propellers from the Wageningen B series.  The study is presented in some detail, and it is shown that, for the propellers investigated, the added masses and moments of inertia have an important, more or less linear, relationship with the blade area ratio and a weaker relationship with the pitch.  For the axial transitory vibrations, a simple expression for the added mass, and for the damping, has been derived; the general validity has to be investigated further.  More work is also required on the other hydrodynamic reaction effects.  It is also found that the relationships between added masses and moments of inertia, with respect to the corresponding propeller values, are neither linear nor constant.  The added masses and moments of inertia have such values that they essentially influence the natural frequencies.  The effect of the hydrodynamic reactions in relation to damping is smallest for the longitudinal vibrations (about 3%) of the critical damping and the largest for the transverse vibrations (about 9%).  An accurate determination of these hydrodynamic reactions is essential in modern vibration analysis.  Order form BSRA as No. 51,909.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
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    <item>
      <title>CLASSIFICATION SURVEYS, CONDITION MONITORING AND PLANNED MAINTENANCE</title>
      <link>https://trid.trb.org/View/74479</link>
      <description><![CDATA[An attempt is made to consider whether periodical classification surveys might be affected by condition monitoring techniques and planned maintenance systems.  The purpose of a periodical classification survey is explained and compared with the objectives of condition monitoring techniques. Order from: NSFI as 14741.]]></description>
      <pubDate>Sun, 27 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74479</guid>
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