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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>PORTS IN THE TWENTIETH CENTURY</title>
      <link>https://trid.trb.org/View/402972</link>
      <description><![CDATA[The 72 papers in these proceedings, presented in seven sessions, cover a variety of topics dealing with ports and harbors. The papers discuss such subjects as planning small boat harbors; inspecting waterfront structures; designing container terminal pavements; dredging, modeling, and designing container terminals; developing petroleum facilities; studying waves and breakwaters; refitting military waterfront facilities; selecting construction materials; investigating geotechnical design problems; and constructing structures in lakes and rivers. For selected individual papers, see AN 10526-A1 through AN 10526-A18.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
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      <title>EVALUATION OF COMBINED COMMERCIAL AND PLEASURE VESSEL TRAFFIC IN A RESTRICTED WATERWAY</title>
      <link>https://trid.trb.org/View/402973</link>
      <description><![CDATA[This paper describes a traffic analysis that was performed to address congestion concerns raised by the proposed building of a pleasure boat marina at the Keppel Shipyard in Singapore. A relative channel congestion index was developed, with pleasure boat density estimated upon the basis of experience gained at the Port of Los Angeles and the Port of Portland.  Also included in the study were personal comments on navigation experiences by commercial pilots. Future boat and vessel traffic in Keppel Channel is evaluated. The conclusion is drawn that diligent ship piloting and an educated boating public appear to be the best measures for congestion control.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
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      <title>VESSEL CONSIDERATIONS FOR STRADDLE HOIST DRY DOCKING</title>
      <link>https://trid.trb.org/View/402974</link>
      <description><![CDATA[The utilization of straddle hoist dry docking techniques for vessel loads of 100 to 500 tons is examined. The importance of analyzing the loading and positioning of large vessels to avoid overstressing the hoist or the vessel and to assure adequate load balance in the hoist slings is emphasized. Heavy use and wear can limit the safe lifting capacity of a straddle hoist. Accurate information about both vessel characteristics and hoist characteristics are required. The vessel should be checked for the locations of below-water projections such as transducers, keel cooling girds, rudders, shaft penetrations, bilge keels, and any other projections that might interfere with sling or block positioning. Hoist sling locations must be checked along with rated sling capacity, actual measured clearance between hoist piers, and available water depth at hoist well for the time of the drydocking maneuver. Formulas are provided for the calculation of vessel displacement.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
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      <title>THE DOCK-IN-SERVICE EVALUATION OF LOAD CARRYING CAPACITY, REPAIR, REHABILITATION</title>
      <link>https://trid.trb.org/View/402975</link>
      <description><![CDATA[In-service dock-structures deteriorate over time for various reasons, including excessive use beyond that intended in the original design, and general obsolescence. The purpose of inspection is to identify what repairs are required to ensure safe operation of the dock for a given period, pending decisions on costly maintenance work. The author recommends that inspection be carried out in two phases: (1) an above- and under-water visual scan of the structure and its hydrographic and geotechnical condition; and (2) the gathering of quantitative data for an engineering evaluation of the design, construction and service history.  When the real load- carrying capacity of the dock is established, it can be determined whether it would comply with the present or planned load-carrying capacity requirements and what modifications, if any, are needed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402975</guid>
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      <title>DESIGN OF MARINE STRUCTURES: LIFE-CYCLE COST FACTOR</title>
      <link>https://trid.trb.org/View/402976</link>
      <description><![CDATA[The author describes a system of cost analysis for construction projects that is intended to optimize allocation of funds for capital costs, cost of financing, and maintenance costs. It encompasses consideration of a benefit-cost ratio, life-cycle cost, service life expectations, and risk analysis. It is stated that service life should be considered in design, but that the criteria for estimating service life and rates of deterioration are not generally available. It is asserted that evaluation must be based on experience, and that a data bank of experience is needed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402976</guid>
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      <title>INLAND RIVER PORT DESIGN</title>
      <link>https://trid.trb.org/View/402977</link>
      <description><![CDATA[The design of inland river ports is based on two underlying principles:  (1) an inland river port must be viewed as an intermodal terminal and not solely as a location for loading and unloading goods from barges and other waterway vessels; and (2) the requirements of all transportation modes--rail, highway, and pipeline, as well as waterway--must be given equal consideration in the process. The author states that several specific elements, including lot size and shape, intermodal connection options, space utilization needs, and transportation corridor arrangement, should be analyzed during the design process. Variations in volumes and types of commodities handled, waterfront availability, and the needs of terminals and industries within the complex dictate that a flexible approach be applied to provide transportation and land use efficiencies.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402977</guid>
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    <item>
      <title>THE TASK OF CONTAINER TERMINAL PAVEMENT SELECTION</title>
      <link>https://trid.trb.org/View/402978</link>
      <description><![CDATA[The author discusses his belief that the selection of container pavement materials, should be considered in parallel with the selection of container-handling equipment. Equipment and lay-out largely dictate the operational system and thus the efficiency of the terminal. A flow chart is supplied for this recommended approach. The parameters increase in number and become more complicated, involving the relationship between container handling equipment and pavements, the construction and maintenance cost of each pavement type, and previous performance experience worldwide. Various choices for container terminal pavement are examined, including: bituminus or asphalt surfacing; conventional in-situ concrete (plain or reinforced with steel bars); precast concrete rafts (e.g., stelcon type); concrete paving blocks; gravel beds; conjunctive systems; and steel fibrous in-situ concrete.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402978</guid>
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    <item>
      <title>THE NEW APPROACH IN DESIGNING AND UPGRADING CONTAINER TERMINAL PAVEMENTS</title>
      <link>https://trid.trb.org/View/402979</link>
      <description><![CDATA[This paper presents a design method used in the American Association of Port Authorities/British Port Association (AAPA/BPA) Heavy Duty Pavement Design Manual. Examples are given both for new pavement design and for pavement strengthening design. A procedure is described for upgrading an existing pavement based on its residual strength. Such upgrading can extend the life of an existing pavement, or allow an existing pavement to be used by heavier equipment. Concrete block paving is recommended as an alternative surfacing material for heavy duty pavements because of its low maintenance cost. A design method is presented that allows lean concrete to be used. Conversion factors are provided, enabling substitution of an equivalent thickness of an alternative material for a determined thickness of lean concrete. Four categories of pavement, two flexible and two rigid, are discussed. Unsurfaced pavements are not addressed.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402979</guid>
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    <item>
      <title>PORTSMOUTH HARBOR NAVIGATION IMPROVEMENT STUDY</title>
      <link>https://trid.trb.org/View/402980</link>
      <description><![CDATA[The general purpose of the work reported upon in this paper was to predict representative water levels and current velocities that can be expected in Portsmouth Harbor, New Hampshire, after completion of a proposed channel improvement project. The project involves the widening of two bends and a maneuvering area located along the lower portion of the existing 35 ft-deep federal navigation channel in the Piscataqua River. A description is given of a numerical model of the harbor that was developed to determine current magnitudes and directions throughout the navigation channel and to predict how these will change in response to proposed channel modifications. Results of this study are to be used in a ship maneuvering simulation study to be conducted at the Computer-Aided Operations Research Facility (CAORF), Kings Point, NY.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402980</guid>
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      <title>USE OF SIMULATORS IN HARBOR AND WATERWAY DEVELOPMENT</title>
      <link>https://trid.trb.org/View/402981</link>
      <description><![CDATA[The value of ship maneuvering simulators as tools for the support of harbor and waterway development is described. To illustrate this value, the application of simulation to modifications at New York Harbor and Baltimore Harbor is discussed. Simulation techniques and methodologies could have significant payoffs in reduced channel costs, greater operational safety, and better port productivity.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402981</guid>
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    <item>
      <title>DEVELOPMENT OF INTERMODAL CONTAINER RAIL TERMINALS</title>
      <link>https://trid.trb.org/View/402982</link>
      <description><![CDATA[This paper deals with an integrated transportation system that combines water, rail and truck modes of transportation. Intermodal container rail terminals are discussed that provide rail car loading for all steamship lines calling at a given port. It is said that in planning the intermodal terminal, the issues to be considered include: the number of steamship lines to be served; their trade routes; the number of railroads providing service to the terminal; the combination of rail destinations to be served; and the type of rail equipment to be used. Physical issues include: the length and width of an available site, its distance and relationship to the steamship lines' container yard, the location of railroad support yard facilities, the orientation of mainline tracks with respect to the primary service path for the railroad, and how containers will be transported from the container yard area to the terminal facility. The author foresees greater growth for container rail intermodal activity, and expects more applications of electronic communication and Automated Guided Vehicle technology.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402982</guid>
    </item>
    <item>
      <title>PORT AND CHANNEL BANK PROTECTION FROM SHIP WAVES</title>
      <link>https://trid.trb.org/View/402983</link>
      <description><![CDATA[This paper concentrates on ship wave characteristics and their prediction, and on the design of rubble mound and concrete block revetments exposed to ship waves. A brief overview is presented of port and channel bank protection for ship waves.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402983</guid>
    </item>
    <item>
      <title>DYNAMIC ANALYSIS OF MOORED FLOATING DRYDOCKS</title>
      <link>https://trid.trb.org/View/402984</link>
      <description><![CDATA[This paper evaluates the dynamic loading on spread moored floating drydocks resulting from the action of wind and waves. Methods used to evaluate dynamic loading are presented, as are recommendations for incorporating dynamic analysis technology in design practice. Although attention is directed towards Navy drydocks, results are germane to the design of commercial floating drydocks and floating piers.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402984</guid>
    </item>
    <item>
      <title>THE MODERN MARINE RAILWAY IN A COMPETITIVE WORLD</title>
      <link>https://trid.trb.org/View/402985</link>
      <description><![CDATA[The author cites the early history of the marine railway and then presents an overview of various positive features of the marine railway in modern times. The two key elements, since about 1840, of a railway dry dock are the use of rollers sandwiched between plates to provide a very low friction interface between the slipways and the moving carriage and the use of open link chain for the hauling cable arranged in an endless system so both hauling and lowering can be achieved with sprocket wheels.  Improved industrial materials have enabled new designs to meet the demands of environmental restrictions and regulations. The advantages of the application of numerous new materials and technologies are discussed.  It is stated that versatility makes the railway drydock attractive for safely and economically launching newly built ships while leaving the dock itself available for ship repair. The modern railway drydock has provided good performance even with overloads up to 25 percent for total weight and 75 percent for load concentration. Numerous older docks are being rebuilt with modern improvements, capacity increases, and added transfer systems for multiple docking.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402985</guid>
    </item>
    <item>
      <title>COMPUTER SIMULATION MARINE TERMINAL PLANNING</title>
      <link>https://trid.trb.org/View/402986</link>
      <description><![CDATA[This paper deals with simulation in marine terminal planning. Modern marine terminals are large, complex and expensive. Simulation can be effectively used in testing facility layouts and estimating equipment requirements. Terminal operations management uses simulation mainly in three ways: for strategic planning; for training; and for testing operational rules. Discrete time-event simulation was found to be the most useful for detailed analyses. A simulation program is described that was written to evaluate the adequacy of the Port of Tacoma's North Intermodal Rail Yard layout and the size of the straddle carrier fleet.  Based on the simulation, it was determined that additional equipment was not required to meet the demands of the three terminals served by the yard.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402986</guid>
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