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    <title>Transport Research International Documentation (TRID)</title>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>NEW THOUSAND-TON CARGO CATAMARAN</title>
      <link>https://trid.trb.org/View/1230</link>
      <description><![CDATA[Following the operational and seaworthiness testing of a 600-ton experimental cargo catamaran, over a seven year period, a prototype 1,000-ton catamaran is now at the test stage.  This new vessel is designed to carry high tariff deck cargo and sail on main inland waterways.  A complete description of the catamaran is given and it is pointed out that this type of ship has operating-technical advantages over similar designated single hull vessels.]]></description>
      <pubDate>Sat, 30 Dec 1978 00:00:00 GMT</pubDate>
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      <title>SOME SPECIFIC FEATURES OF USING THE RADAR SYSTEM IN RIVER NAVIGATION</title>
      <link>https://trid.trb.org/View/6640</link>
      <description><![CDATA[Discusses the use of the Radar System maps which help in translating the fixed circles of actual distances on the maps of the river from the image on the radar screen.  Two diagrams are presented to exemplify river navigation by radar with and without the fixed circles of actual distances.  The use of these aids when the latter one is made for a recommended course, would permit two-way navigation on the Tobol'sk-Khanty-Mansiysk-Salekhard run with the exception of a few hazardous sectors of the course.]]></description>
      <pubDate>Sat, 10 Nov 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/6640</guid>
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      <title>DESTRUCTION OF ICE FOR NAVIGATION PRUPOSES</title>
      <link>https://trid.trb.org/View/12177</link>
      <description><![CDATA[Describes a method of breaking up thick ice with electrically operated water throwers installed on the ship's bow.  A single one-liter jet of water from the IV-5 breaks a 50 times 60 times 70 cm block of ice into bits.  In a test at the Ob River reservoir at Novosibirsk 70 jets at 30/min make a passage through a 6.5 times 2.6 times 0.8 m block of ice left on the shore after water abatement.  The IV-5 can break up 347 cu m/hr at a cost of six kopeks/cu m ice. Tests of the IV-9 water thrower with an ejecting orifice of 30 mm diam and developing 2000 kg/cm squared pressure showed ice destruction at 6720 cu m/hr costing 0.01 kepek/cu m.  An experimental electric-hydraulic water thrower developed in 1966, produces a jet of 30,000 kg/cm squared pressure. Schematic drawings of water throwers to break up surface or under-water ice from aboard ship are given, and the principle of their operation explained.]]></description>
      <pubDate>Fri, 27 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12177</guid>
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      <title>FLEXIBLE CONTAINERS FOR SHIPPING BULK CARGO (MYAGKHIYE KONTEYNERY DLYA PEREVOZKI SYPUCHIKH GRUZOV)</title>
      <link>https://trid.trb.org/View/1194</link>
      <description><![CDATA[Every year shipments of cement, mineral fertilizers, zinc oxide, concentrates and other bulk cargo by river transport increase.  This requires an immediate solution to the problem of selecting appropriate packaging.  At the present time this cargo is transported primarily by pouring it into paper sacks in bulk.  But this and other methods have proved unsatisfactory.  If special rigid containers were developed for bulk cargo, they would have deficiencies:  because of the high tare factor of the containers, only 50-80% of the carrying capacity of the rolling stock could be utilized. Returning empty containers to the processing points increases transport costs 20-30% and requires the same amount of space as when the containers are loaded. Transport workers are turning toward the shipment of bulk cargo in flexible containers, the utilization of which makes it possible to significantly reduce transport costs, to mechanize loading and unloading operations, to fully protect transportable cargo, to store cargo in open areas and to ship it on railroad gondolas, in open cars and open vessels and ship decks.]]></description>
      <pubDate>Fri, 22 Dec 1972 00:00:00 GMT</pubDate>
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      <title>OPERATING QUALITIES OF TWIN-RUDDER MOTORSHIPS OF THE VOLGO-BALT CLASS</title>
      <link>https://trid.trb.org/View/1268</link>
      <description><![CDATA[The propellers of cargo motorships of the 791 design in the Volgo-Balt class are equipped with shaft guide extensions and a central twin rudder represented by two fins measuring 3 sq. m. in area each of which are linked by a cast crossbeam attached to the rudder stock.  The twin rudder and the shaft extensions are synchronously turned by the same steering mechanism.  The steering gear of ships of this kind consists of two shaft extensions, a central twin rudder, an electrohydraulic steering mechanism, an oil line and an electrical control system.  Operating trials of ships of this kind during the 1967 navigation season revealed that the installation of a central twin rudder markedly increased their maneuverability during travel at minimum stable r.p.m. as well as during travel by inertia, which is particularly important in canal navigation as well as when maneuvering the ship toward the lock chambers.  The expediency of equipping ships with the twin rudder depends on the particular conditions of navigation.  For ships which chiefly travel along canals with a lock system (the White Sea-Baltic and Volga-Baltic canals) twin rudders will be undoubtedly useful.  For ships traveling under more favorable conditions the installation of the twin rudder is not obligatory.  To improve the maneuverability of twin-rudder-equipped motorships (during travel by inertia) the stabilizer fins of shaft extensions, which have been removed during the modernization of these ships, should best be reinstalled and, insofar as possible, their area should be enlarged by modifying their configuration.  Improvements in the design and an increase in the area of the additional central rudder as well as adjusting its angle of deflection so that it exceeds by a factor of 2.5-3 the angle of deflection of the propeller shaft extensions make it possible to commensurately reduce the losses of traveling speed and markedly improve the maneuverability indicators and also to assure more reliable maneuverability during travel by inertia.]]></description>
      <pubDate>Sat, 12 Aug 1972 00:00:00 GMT</pubDate>
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      <title>COMBINED DEEP RIVER AND CANAL INLAND WATERWAY NETWORK OF THE CENTRAL USSR AND ITS LARGE SCALE SHIPPING FACILITIES</title>
      <link>https://trid.trb.org/View/1336</link>
      <description><![CDATA[The author presents a review of the plan approved by the 23rd Congress of the CPSS for the unification and further development and expansion of the existing inland waterway network in the Central part of the USSR. This plan envisions the construction of new canals to connect and supplement the existing deep waterways of the Volga, Kama, Don, and Dnepr rivers. The plan calls for the construction within the next 5--10 years of additional canal routes, capable of accommodating sea faring ships. A unified river and canal waterway system will provide not only more modern transportation facilities but will also serve as a reservoir of much needed water supply for the irrigation, industry, and even such projects as possible raising the level of the Caspian Sea. The oil, coal, iron ore and the cargo of other raw materials will be transported from Siberia, Kazakhstan and other distant regions of the Soviet Union. The annual shipment will be increased from its present volume of 175 million tons to 330 million tons per year within the next 12 to 15 years.]]></description>
      <pubDate>Sun, 07 May 1972 00:00:00 GMT</pubDate>
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