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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>ON THE DAMAGE OF CONTAINER CARGOES AT PORT OF KOBE AND SELECTION OF SHIP ROUTE</title>
      <link>https://trid.trb.org/View/400871</link>
      <description><![CDATA[While the use of containers in shipping has led to a decrease in the incidence of many types of cargo damage, there are a few types of damage that are particular to containerization and whose incidence has increased. To prevent these container-specific damages, their causes and degree must be known. This paper reports on an investigation of the stochastic properties of the damage. The study used about 1,000 reports of the Japan Marine Surveys & Sworn Measures Association, which are summarized. Some interesting conclusions are drawn. Morever, a method for selecting a North Pacific ship route that will prevent the occurrence of sweat damage is discussed as a sample application of study results.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400871</guid>
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      <title>THE FALSE RADAR ECHOES DUE TO THE RADAR-MAST</title>
      <link>https://trid.trb.org/View/400872</link>
      <description><![CDATA[Many types of false radar echoes are observed on a ship-mounted radar scope, including side lobe echoes, interference echoes, second trace echoes, and others. Recently, with it coming to be the norm for two sets of radar to be mounted on oceangoing ships--with one antenna on top of the radar mast and the other on a platform projecting out from the mast--still another, and new, type of false radar echo has been observed.  This paper describes the cause and pattern of this new type and suggests a method for reducing these false echoes.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400872</guid>
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      <title>RADAR SIMULATOR STUDIES OF COLLISION AVOIDING BEHAVIOR IN FOG</title>
      <link>https://trid.trb.org/View/400882</link>
      <description><![CDATA["Positive action in ample time" and "Large alterations of course and speed, enough to be readily apparent" are prescribed by Rule 8 of the 1972 International Regulations for Preventing Collisions at Sea as collision-avoidance measures. "Ample" time and "large" alterations, however, are not quantified with concrete values. This paper presents the results of radar simulator experiments carried out to study the response of navigators in terms of "ample time" (= reaction time) and course alterations for collision scenarios representing crossing encounters and overtaking in fog. Individual test results depended upon the experience of the mariner subject, but the average value of reaction time for 53 captains and officers in crossing situations was 52 seconds and course alterations averaged 37 degrees. In overtaking situations, reaction time averaged 66 seconds and mean course alteration was 34 degrees.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400882</guid>
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      <title>PRACTICAL APPROACH TO LIMITATION OF SHIP MODERNIZATION</title>
      <link>https://trid.trb.org/View/400884</link>
      <description><![CDATA[A ship modernization program is underway in Japan to improve the competitive position of Japanese ships among the world's fleets. This paper describes investigations to ascertain what the limits of that program ought to be. (1) With regard to the rationalization of work aboard ship, masters of Japanese ships were asked whether specific tasks and functions should be automated aboard, transferred to hands ashore, or omitted entirely. (2) The effects of work improvements and shore assistance were determined through simulations of various cases by means of an applied model that took account of crew workload and performance rates. (3) The impact of ship modernization on transportation costs and operating costs was also reviewed, using a ship rationalization model that reflected ship prices and economy in operations. Balancing (2) and (3), the limits of ship modernization are defined.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400884</guid>
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      <title>PILOT'S VIEW ABOUT THE LAY-OUT AND DIMENSIONS OF CHANNELS AND BASINS IN THE PORT</title>
      <link>https://trid.trb.org/View/400887</link>
      <description><![CDATA[The planning for safety improvements at ports and harbors should take into account not only economic aspects, but also the attitude of mariners, as port users, toward whatever navigational risks might be involved. To learn more about what mariners considered to be desirable layouts and dimensions for port channels and basins, questionnaires were distributed to the 652 pilots in Japan who operate general cargo ships, containerships and pure car carriers. About 30% of those queried responded. This paper reports their subjective criteria for layout and dimensions and finds the pilots to have different criteria for different types of ships.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400887</guid>
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      <title>READING THE ENGINE LOG BOOK AS AN INTERFACE OF MAN-MACHINE SYSTEM: FIFTY-FIVE YEARS HISTORY OF THE NIPPON-MARU</title>
      <link>https://trid.trb.org/View/400888</link>
      <description><![CDATA[The maintenance and control of machines in a ship's engine room is regarded as a man-machine system. As data are recorded in an engine log book, that log can be read as an interface in that man-machine system.  This paper examines the engine log books of the NIPPON MARU as to what changes have taken place in the recording format over the course of 55 years. Engine log data have been useful for the maintenance and control of machines, but the man-machine system is changing as crew size is reduced. The recording format for the log should therefore also be reviewed to make it correspond to the requirements of this changed system.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400888</guid>
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      <title>THE STUDY OF HULL PART CORROSION OF FUKAE-MARU (II &amp; III)</title>
      <link>https://trid.trb.org/View/400890</link>
      <description><![CDATA[The training ship FUKAE MARU II was in service for 20 years. Based on a measured thickness of 123 points, her hull and house were maintained in as good a condition as at the ship's launching. To help study corrosion trends throughout the life of the ship's successor, the FUKAE MARU III, twenty-six test pieces have been bolted onto her hull at 13 points. Four are bare plates, four are coated with just an anticorrosion paint, nine are covered with both anticorrosion and finishing paints, and nine are coated with tar epoxy. Weight measurements are to be taken annually and the coatings inspected to study corrosion rates and paint ageing.  Additional means to be used in studying these factors are examinations of hull surface roughness and a subsea robot equipped with a television camera.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400890</guid>
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      <title>UNMANNED MANEUVERING OF A MODEL SHIP, PART 2: MANEUVER INDICES</title>
      <link>https://trid.trb.org/View/400892</link>
      <description><![CDATA[A small plastic boat, 72 cm long and 2.05 kg in weight, was automatically steered by a microprocessor unit to run in zigzag maneuvers. The measured values were stored onboard in an IC memory and then transferred to a personal computer and analyzed. The maneuvering indices obtained were T=0.2 sec. and K=2/sec.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400892</guid>
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      <title>FUNDAMENTAL STUDIES OF SUPERCONDUCTING ELECTROMAGNETIC SHIP THRUSTER DRIVEN BY THE ALTERNATING MAGNETIC FIELD</title>
      <link>https://trid.trb.org/View/400893</link>
      <description><![CDATA[This article reports on fundamental experiments and analytical studies carried out on the use of alternating magnetic fields (AMF) to drive electromagnetic ship thrusters. In contrast to the static magnetic method, no electrodes are needed for an AMF to make current flow through the sea water surrounding the thruster. The thrust arises as electromagnetic force due to the interaction between the AMF and the eddy current that is induced by the AMF in sea water.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400893</guid>
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      <title>ON PLACEMENT OF STERN LIGHT</title>
      <link>https://trid.trb.org/View/400894</link>
      <description><![CDATA[The author notes that the International Regulations call for a stern light to be exhibited "as nearly as practicable at the stern." He considers that phrase to mean that the stern light should be attached at the stern, with deviation permitted only when the operation or peculiar construction of the vessel makes that impossible. In these cases, the stern light should be carried as close to the stern as possible. He reviews the history of modifications to the regulation and finds his views to be reasonable. Observations of actual practices, however, seem to indicate that it is unecessary to agree with his views. He strongly advocates adherence to his interpretation because many nonlicensed seamen keep watch at night aboard coasters in busy waters and the stern light should be clearly visible and unobserved by other lights.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400894</guid>
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