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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>
    <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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>THE FOURTH WORLD CONGRESS ON JOINT SEALANTS AND BEARING SYSTEMS FOR CONCRETE STRUCTURES. VOLUME 1 AND VOLUME 2</title>
      <link>https://trid.trb.org/View/482874</link>
      <description><![CDATA[This 2 volume set presents sixty three papers for review. Bearing and joint systems comprise only about 1% of the construction costs of highways, bridges and buildings. Without adequate engineering efforts in the design of these elements to account for conflicting requirements of load and/or movement, the structural integrity of the highway, bridge or building may be jeopardized. Papers include: The Use of Elastomeric Sealing Devices for Cast Iron Soil Pipe Used in Drain, Waste, and Vent Systems in Concrete Structures; Flawed Assumptions and the Failure of Bridge Deck Joints and Bearings; Fatigue Design and Testing of Modular Bridge Expansion Joints; Isolation Bearing Specification Issues; High-Load Fabric Pad Bridge Bearings; Experimental Study of Bridge Seismic Isolation Systems; Seismic Movement at Bridge Abutments; Column-Pile Joints Made of Steel Pipes Filled with Concrete; The Right Bearing for the Right Job; 15 Year Condition Survey on Modular Joints on the Collar City Bridge; Development of a Base Isolation System for Existing Bridges; Testing of Friction Pendulum Seismic Isolation Bearings for Bridges; Experimental Evaluation of Asphaltic Plug Joints; Base Isolation of the Corinth Canal Bridge; Material Characteristics of Preformed Bearing Pads; The European Standard for Structural Bearings and more than two dozen additional papers.]]></description>
      <pubDate>Fri, 30 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482874</guid>
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    <item>
      <title>LIP SEALS -- STRESS AND DEFORMATION STUDIES</title>
      <link>https://trid.trb.org/View/160905</link>
      <description><![CDATA[Lip-type seals are employed in oil-lubricated stern-tube sealing systems of large, modern merchant marine ships.  The seals, which are made of elastomers, have a tendency toward frequent failure.  This paper presents the results of the analyses in the form of a comparison between radial force, stress, and deformation obtained on lip seal configurations in current use.  Also discussed are the effects of seal supports on the reduction of radial lip seal forces.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160905</guid>
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      <title>A COST EFFECTIVE MARINE BEARING</title>
      <link>https://trid.trb.org/View/147428</link>
      <description><![CDATA["Thordon", an elastomeric bearing material which withstands shock loads, poor lubrication, and abrasive contaminants, was developed some 12 years ago by Thomson-Gordon Ltd, of Ontario, and is distributed in the UK by IEC Limited.  Its properties are illustrated in its successful application, described in this article, for replacing the propeller shaft bearings in the Port of London Authority's twin-screw hydrographic vessels Maplin and Havengore, of 140 tons and 57 tons displacement respectively, Maplin, in particular, operates in waters which become badly contaiminated with the sand that is churned up.  Each craft has one stainless-steel shaft and one phosphor-bronze shaft (this is coincidental and there is little to choose between the two materials as far as bearing life is concerned).  The Maplin (4-in. diam. shafts; 350 rpm max.) originally had water-lubricated phenolic laminate bearings in her "A" brackets.  These bearings had an average life of five months; the Thordon XL replacement bearings have considerably longer bearing life (some data are included on the wear of the original and the replacement bearings).  The Havengore shafts (3 in. diam.; 600 rpm max.) originally had oil-lubricated white-metalled bronze bearings.  Because they had corroded/ eroded and water was able to mix freely with the oil (seal failure had not occurred), the bearings in the deadwood were replaced with bronze tubes fitted with Thordon XL inner and outer bearings, arranged for water-injection lubrication; the "A" brackets were also fitted with Thordon XL bearings, with water lubrication by natural flow.  The article lists a number of economic and other advantages of this bearing material.  Order from BSRA as No. 51,966.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147428</guid>
    </item>
    <item>
      <title>PROPELLERS/GEARS/CLUTCHES</title>
      <link>https://trid.trb.org/View/148029</link>
      <description><![CDATA[This article provides a brief description of 24 of the major companies manufacturing marine propellers, gears and clutches.  The sources are worldwide, with licensees and distribution noted where available.  Additional information is also provided concerning the applicability of various models and maximum horsepowers that can be used.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148029</guid>
    </item>
    <item>
      <title>BEARING STABILITY -- DATA FOR DESIGN</title>
      <link>https://trid.trb.org/View/146989</link>
      <description><![CDATA[The theory of bearing stability is described in its most general form without restricting it to any bearing geometry or lubricant.  This theory has then been used to guide the design of an apparatus in which the bearing system is flexibly mounted.  The initial experiments have been carried out with a self acting air bearing, a system for which there is reliable theoretical data on bearing stability.  There is close agreement between the design data obtained by this new experiment technique and the theoretical results obtained from numerical solutions of Reynolds equation.  The use of this design data has been demonstrated by predicting the effect of load on the whirl onset speed.]]></description>
      <pubDate>Wed, 30 Jan 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146989</guid>
    </item>
    <item>
      <title>ON THE CONTINUOUS TEMPERATURE MONITORING OF AN ENGINE BEARING</title>
      <link>https://trid.trb.org/View/80966</link>
      <description><![CDATA[Large end bearing suface temperature was measured on a marine Diesel engine under a variety of operating conditions.  The instrumentation is described and some experimental observations are presented and described. Order from BSRA as No. 49,291.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80966</guid>
    </item>
    <item>
      <title>MODERN BEARING DESIGN AND PRACTICE</title>
      <link>https://trid.trb.org/View/52492</link>
      <description><![CDATA[The paper is a review of bearing practice with particular reference to marine machinery.  It attempts to define the factors relevant to any bearing system, and then briefly describes the latest developments and trends.  The final section deals with some problem areas and the diagnosis of the causes of observed damage.]]></description>
      <pubDate>Fri, 17 Jun 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52492</guid>
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    <item>
      <title>THE GLACIER-PILGRIM "COASTGUARD" STERNGEAR SYSTEM</title>
      <link>https://trid.trb.org/View/51979</link>
      <description><![CDATA[The Glacier Metal Co., Deep Sea Seals Ltd, and Pilgrim Engineering Developments Ltd have together developed the Glacier-Pilgrim "Coastguard" sterngear system.  It is designed to prevent oil leakage into the sea (a matter of intensified importance in view of stricter anti- pollution regulations) and to prevent the entry of sea water into the bearing, regardless of wear.  It can be used in either a single- or a two- bush arrangement, is supplied as a complete unit with seals, bearings (white metal or plastic), header tank, and connections.  It has Lloyd's Register approval.  At the after end of the unit, there is a double lip seal of special design on the oil side and a face-type seal on the water side.  The inboard oil seal has a single lip.  There is a single header- tank, fitted about 1 m above the shaft; complicated pressure-balance arrangements are avoided.  Oil leakage from the seals is drained to a bilge or slop tank.  All leakages are visible from a control panel, and the system is "monitored" from on board.]]></description>
      <pubDate>Wed, 27 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51979</guid>
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    <item>
      <title>LARGE ROLLER STERN BEARING IN SERVICE</title>
      <link>https://trid.trb.org/View/34105</link>
      <description><![CDATA[As propellers have continually increased in both size and weight, attention has been directed to the support and sealing arrangements for the propeller and the shaft.  This article describes an experimental roller bearing which has been developed for the larger propellers and shafts of today's very large ships.  The stern bearing arrangement has been designed in such a way that the shaft, bearing and seals may be removed without drydocking the ship.  The propeller shaft couplings, roller bearing mounts, and general bearing arrangement is described as well as the operational experience with this bearing, the problems encountered and the manner in which they were overcome.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34105</guid>
    </item>
    <item>
      <title>THE CURRENT STATE OF THE ART OF FLUID BEARINGS WITH DISCRETE SLOT INLETS</title>
      <link>https://trid.trb.org/View/2758</link>
      <description><![CDATA[This paper is intended to present the current state of the art of a novel type of externally pressurized bearing, in which the supporting fluid is fed to the bearing gap through strategically positioned discrete slots, as opposed to orifices or capillaries.  The discrete slot formation lends itself to a wide variety of bearing configurations and shows to advantage in bearings of extremely low L/D ratios and also in small sizes.  A brief assessment of performance is presented together with some current applications. Development of this bearing design is less than a decade old and much work is still to be undertaken.  In view, however, of current widespread interest in the U.K. by Government Departments, research groups, and commercial organizations, this paper attempts to describe development to date.  The concept of the bearing was conceived after fairly comprehensive study of the problems associated with the orifice design.]]></description>
      <pubDate>Mon, 25 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2758</guid>
    </item>
    <item>
      <title>THEORETICAL APPROACH OF LOAD DISTRIBUTION IN STERN TUBE BEARING</title>
      <link>https://trid.trb.org/View/5400</link>
      <description><![CDATA[There have not been any papers evaluating the load distribution in stern tube bearings, because the supporting condition and external forces, such as overhanging weights and hydro-dynamic forces of propeller, are very complicated. The authors have established a computing method to evaluate the load distribution by using the deflection curve of propeller shaft and supporting force, which were calculated by continuous beam theory applied to the shafting system. In this method, the stern tube bearing consists of several divided pieces supported at their centers by non linear springs, respectively. Evaluations were carried out under several designing conditions on a ship installed with lignamvitae stern tube bearing, with these results: (1)  Bearing pressure is about 25 kg/sq.cm at the after end of the stern tube bearing, taking account of weight of shafting and assuming that alignment of shaft is straight. (2)  When the shafting is subjected to external force and moment at the position of propeller, the bearing pressure of stern tube and deflection of shaft in stern tube show remarkable change.  But the influence of the external force and moment is negligible in the vicinity of the aftermost plumber block. (3)  Designing devices to incline the bearing surface along the deflection curve of shaft and to support the bearing elastically are effective to decrease the local pressure of the bearing.  It is presumed that the length of stern tube bearing may be shortened by these devices.]]></description>
      <pubDate>Sun, 27 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5400</guid>
    </item>
    <item>
      <title>OPERATING EXPERIENCE WITH BEARINGS IN WARSHIP MAIN PROPULSION SYSTEMS</title>
      <link>https://trid.trb.org/View/13792</link>
      <description><![CDATA[Although the principles of marine bearing design and lubrication are generally understood and do not change very much from year to year, failures are still too numerous.  It is felt that reliability could be improved by paying greater attention to detail during the design, manufacture and installation stages of the individual equipments and also during the stages of the overall design and installation of the whole propulsion line.  All these stages must be closely integrated with the lubricating system.  The paper gives an account of problems over recent years associated with main propulsion system bearings.  The design and installation of lubricating oil systems is discussed in relation to the requirements of the bearings.  The paper attempts to collate Ministry of Defence (Navy) experience over recent years, to illustrate some of the reasons for failure and the lessons to be learnt.  Reference is made to test work carried out as a design/development intention and also to special investigations that have been carried out as a result of specific failures in service.  Some indication is given as to the changes which may take place in the future and changes in machinery installation which are likely to require new techniques.]]></description>
      <pubDate>Thu, 31 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13792</guid>
    </item>
    <item>
      <title>NEW BREED OF MARINE GEARCASES</title>
      <link>https://trid.trb.org/View/1422</link>
      <description><![CDATA[In English Electric-AEIs new standard range of gearboxes, the gearcase is reduced to a single fabricated structure, designed to withstand most efficiently the interacting forces at the various bearings and points of support. All bearing housings are separately manufactured and are secured into this fabrication in a manner providing ready means of adjustment for center distance, alignment and parallelism of the different bearing lines. The main wheel housings are tied into the main structure, forming a brace across the arch which materially increases the rigidity of the assembly. The idea has been extended to cover triple-reduction gearboxes to meet the future requirements for very low propeller speeds in twinscrew tanker applications. Details are given for assembly and disassembly, and permissible gear loadings.]]></description>
      <pubDate>Sun, 13 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1422</guid>
    </item>
    <item>
      <title>AN IMPROVED STERN BEARING SYSTEM--DESIGN FEATURES OF AND OPERATIING EXPERIENCE WITH TURNBULL SPLIT STERN BEARINGS</title>
      <link>https://trid.trb.org/View/12121</link>
      <description><![CDATA[Stern bearings have been a neglected area of marine engineering design, having remained virtually unchanged since their introduction.  The dramatic increase in ship size and power in recent years, together with the need to increase the availability of the vessel in service, has led to the production of new designs of stern bearings to overcome the inherent disadvantages of stern tubes.  The split stern bearings described in this paper can be installed more easily and in a much shorter time than that required for a stern tube.  These bearings enable tailshaft surveys to be carried out with considerable savings in both time and labor since the tailshaft with propeller are not removed.  The design allows the bearing and the condition of the tailshaft, bearing, and oil seals to be checked while the vessel is afloat.]]></description>
      <pubDate>Fri, 06 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12121</guid>
    </item>
    <item>
      <title>CHARACTERISTICS OF DISCHARGE TYPE THRUST BEARING FOR SUBMERSIBLE MOTORS</title>
      <link>https://trid.trb.org/View/3915</link>
      <description><![CDATA[The types of bearings for submersible motors vary widely according to the methods adopted.  Very few studies have been made on the characteristics of water-lubricated bearings, which are used in immersed type motors.  This paper describes the research carried out on thrust bearings which, of all motor bearings, are subjected to the most severe operating conditions.  Paying special attention to water lubrication, the research led to the development of a discharge-type water-lubricated thrust bearing with a simple construction and high performance.  The new bearing retains stable characteristics over a long period of use, and enables a vast rise in the allowable load capacity.]]></description>
      <pubDate>Fri, 21 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/3915</guid>
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