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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>ANALYSIS, DESIGN AND IN-SERVICE EXPERIENCE OF A MEMBRANE COUPLING MADE OF ADVANCED COMPOSITES</title>
      <link>https://trid.trb.org/View/479968</link>
      <description><![CDATA[The development process and the in-service experience of a membrane type flexible coupling entirely made of glass fibre reinforced epoxy for the transmission of torque and for the compensation of misalignments in ship drive lines are presented in the paper.  The concept of this new coupling promises low mass, high misalignment capacity and good sound insulation compared to conventional couplings.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479968</guid>
    </item>
    <item>
      <title>FAILURES AND MAINTENANCE OF HIGHLY ELASTIC RUBBER COUPLINGS</title>
      <link>https://trid.trb.org/View/441878</link>
      <description><![CDATA[Although highly elastic rubber couplings have been used widely for ships' propulsion shaftings systems, their complex torsional vibration characteristics have sometimes caused unexpected failures.  This report investigates recent cases of failures of rubber couplings and maintenance situations, assesses the durability of rubber materials in ships, and discusses the probable causes of failure and countermeasures.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/441878</guid>
    </item>
    <item>
      <title>THE RATO FAMILY OF HIGHLY FLEXIBLE COUPLINGS</title>
      <link>https://trid.trb.org/View/443119</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/443119</guid>
    </item>
    <item>
      <title>TORSIONAL VIBRATION CHARACTERISTICS OF MARINE DIESEL PROPULSION SYSTEM INSTALLED WITH HIGHLY-ELASTIC RUBBER COUPLING - 1ST REPORT, FULL- SCALE MEASUREMENT</title>
      <link>https://trid.trb.org/View/445382</link>
      <description><![CDATA[Rubber is applied to highly elastic couplings installed in a geared diesel propulsion system.  Taking advantage of its high elasticity and large damping effect, torque fluctuations transmitted to a gear can be diminished.  However, the dynamic behaviour of the shafting system including the rubber is not fully understood because of their complex characteristics and scant examples of detailed measurement under actual operation.  In order to clarify the dynamic characteristics, full-scale measurements on two ships were carried out and the results analyzed.  The aim of this study is to show the actual torsional vibration of a rubber damping system and to present a practical calculation method using modal analysis, applicable to the system.  The results of the full-scale measurements are given.  First the framework of the measurement is explained, then the dynamic response at each part of the rubber coupling is shown as well as general features of the rubber damping system.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/445382</guid>
    </item>
    <item>
      <title>FINAL REPORT ON STUDY OF WATER-TIGHT DRAINAGE PIPE JOINTS</title>
      <link>https://trid.trb.org/View/99022</link>
      <description><![CDATA[INVESTIGATIONS WERE CONDUCTED ON FLEXIBLE WATER TYPE JOINTS FOR DRAINAGE PIPES. A SECTION OF TEST PIPE APPROXIMATELY 500 FEET LONG WAS INSTALLED UNDER A PAVED AIRCRAFT PARKING APRON AT HUNTER AIR FORCE BASE, SAVANNAH, GEORGIA. ONE ECONOMICAL NEW TYPE JOINT FOR STORM SEWERS (CALKED BELL AND SPIGOT PIPE, SEALED WITH HOT-POURED ATLAS JC-60 SEWER JOINT COMPOUND) WAS DEVELOPED. CERTAIN SPECIFIC MAKES OF RUBBER GASKETS MAKE MORE SATISFACTORY FLEXIBLE PIPE JOINTS THAN OTHERS. LEAKAGE THROUGH CAULKED BELL AND SPIGOT BELL AND SPIGOT PIPE JOINTS WAS ALWAYS FOUND LESS THAN THROUGH SIMILARLY MADE TONGUE AND GROOVE PIPE JOINTS. THE DEGREE OF DAMAGE FROM PETROLEUM WASTES ON RUBBER GASKETS, BITUMINOUS JOINT MATERIALS, AND ON THE PROTECTIVE COATINGS OF CORRUGATED METAL PIPE HAS NOT BEEN DEFINITELY ESTABLISHED, NOR HAS THE STRUCTURAL ADEQUACY OF CORRUGATED METAL PIPE IN FINE GRAINED NONCOHESIVE SOILS WITH HIGH WATER TABLE. RECOMMENDATION IS MADE TO CONTINUE ANALYSIS AND OBSERVATIONS OF THESE POINTS.]]></description>
      <pubDate>Fri, 09 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/99022</guid>
    </item>
    <item>
      <title>TECHNICAL ASPECTS OF SELECTING FLEXIBLE COUPLINGS FOR MARINE PROPULSIONS</title>
      <link>https://trid.trb.org/View/394661</link>
      <description><![CDATA[Using examples of existing marine propulsion systems powered by slow-speed diesel engines, the operational demands on flexible couplings are illustrated. Influences on the loading of flexible couplings and gears are explained. Calculations and measurements have shown that the operational safety of marine propulsion installations can be assured by arranging the proper amount of flexibility at the appropriate location.  This is especially valid with installations operating on heavy fuel which are subjected to the effects of combustion imbalance.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394661</guid>
    </item>
    <item>
      <title>TORSIONAL DYNAMICS IN MARINE PROPULSION SYSTEMS WITH NONLINEAR FLEXIBLE COUPLINGS AND INFLUENCE OF SPEED GOVERNORS</title>
      <link>https://trid.trb.org/View/394837</link>
      <description><![CDATA[Flexible couplings and reduction gears for marine diesel propulsion sometimes suffer damages due to excessive torsional dynamics. This may be caused, for example, by the unexpected behavior of flexible couplings by cylinder misfire, or by sensitive speed governors. A method based on numeric time integration has been developed in order to simulate twin diesel plants including the influence of the speed governors on the vibration excitation. With this digital simulation it is possible to study the influence of various parameters on low order torsional vibrations, and predict stability of a system with new as well as with aged couplings.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/394837</guid>
    </item>
    <item>
      <title>GEARING TRENDS IN THE ROYAL NAVY</title>
      <link>https://trid.trb.org/View/396656</link>
      <description><![CDATA[This paper looks at the design features characteristic of a gearbox that might be installed in a modern gas turbine powered warship. Aspects covered include flexible couplings; clutches and brakes; reversing arrangements; gear design and materials; bearings; lubrication; and instrumentation. Problem areas are discussed where appropriate. Outlined within each topic are current areas of interest for future development.  These are principally related to: (a) the reduction of gear noise, with increasingly tighter targets being set; (b) condition monitoring as a means of both detecting impending failure and minimizing unnecessary maintenance activity; and (c) more compact reversing gearboxes as an alternative to the controllable-pitch propeller (CPP), which has been the standard fit in frigate/destroyer-size warships operated by most navies.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/396656</guid>
    </item>
    <item>
      <title>DIAPHRAGM COUPLINGS VERSES GEAR COUPLINGS FOR MARINE APPLICATIONS</title>
      <link>https://trid.trb.org/View/400814</link>
      <description><![CDATA[There are many variables in gear couplings that can affect their characteristics, including tooth design, materials, and lubrication methods. All couplings react on connected equipment. A system designer must consider these reactions. If a gear coupling is chosen, there are many characteristics that are difficult to predict; therefore, one must conservatively estimate the maximum forces and moments that can be anticipated. This usually will make the system rather large, and heavier than may be required. The diaphragm coupling usually has more predictable coupling characteristics, which can make a designer's life easier. This paper compares the characteristics of diaphragm couplings versus the gear (dental) type couplings in marine applications. Applications of couplings for main propulsion and auxiliary equipment are discussed. The methods used to analyze the design and calculate the forces and moments generated by both the gear coupling and the diaphragm coupling are also provided.  These analyses are used to show that the forces and moments generated by a diaphragm coupling are not only predictable, but are usually lower than those of a gear coupling. It is shown that a diaphragm coupling can provide a more predictable and reliable alternative to the gear coupling for advanced marine applications.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400814</guid>
    </item>
    <item>
      <title>TUNED SYSTEMS AID NOISE REDUCTION</title>
      <link>https://trid.trb.org/View/401057</link>
      <description><![CDATA[A system developed by Geislinger of Salzburg, Austria, to suppress structureborne noise emitted by diesel engines is described. It consists of a tuned elastically-damped (GED) coupling to counter torsional vibrations, combined with one or two flexible link couplings. This provides the angular and axial flexibility required to accommodate misalignment and isolate noise transmission. It illustrates how noise suppression efforts are concentrating on tuning and optimizing vibration control components.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401057</guid>
    </item>
    <item>
      <title>HIGHLY FLEXIBLE COUPLINGS IN MODERN SHIP'S PROPULSION SYSTEMS</title>
      <link>https://trid.trb.org/View/402954</link>
      <description><![CDATA[The requirement that modern propulsion systems provide a maximum of versatility and economy in the operating modes makes high demands on the selection process. The author describes how flexible couplings can play a role in satisfying system requirements. They protect the gearbox and shafting when shaft displacement or torsional vibration occur, and they also serve to attenuate noise.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402954</guid>
    </item>
    <item>
      <title>IMPROVED MATERIALS COUNTER VIBRATION</title>
      <link>https://trid.trb.org/View/403752</link>
      <description><![CDATA[The effectiveness of shipboard vibration suppression has been increased through the adoption of high grade alloys and improved production techniques for the suppression equipment. Among the applications discussed are the use of aircraft-grade chrome-silicon and chrome-vanadium alloyed steel wire to increase the fatigue life of isolator springs, and the use of higher grade aluminum-bronze alloys and better casting techniques to improve the strength and quality of castings for components of flexible couplings. It is concluded that the higher cost of the better materials and modified production methods is justified by the resultant increase in component life.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403752</guid>
    </item>
    <item>
      <title>FLEXIBLE COUPLING FOR ELASTICALLY-MOUNTED MARINE PROPULSION TRAINS</title>
      <link>https://trid.trb.org/View/403926</link>
      <description><![CDATA[The need to reduce structureborne noise and vibrations has encouraged the use of elastic mountings of propulsion components in many ship types and placed new demands on flexible couplings in the propulsion train.  Couplings now have to compensate not only for torsional vibrations, but for axial and radial displacements, as well. They should also offer noise and vibration insulation comparable to the elastic mountings. The Stromag Triflex highly flexible coupling for diesel engine flywheels, a product developed by Maschinenfabrik GmbH to meet these more stringent requirements, is described.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403926</guid>
    </item>
    <item>
      <title>COUPLINGS FOR BALANCING DISPLACEMENTS IN SHAFT LINES</title>
      <link>https://trid.trb.org/View/407217</link>
      <description><![CDATA[Major success in reducing machinery-induced hull vibrations has been achieved through the use of flexible engine mountings. For power transmission, however, a flexible coupling with high displacement capacity is needed. The Geislinger Silent System, which this article describes, is a coupling system claimed to provide a complete solution.  Positioned between the engine flywheel and the gearbox input shaft, it compensates for any displacement in all three planes. It can also be optimally tuned to the torsional vibration system, protecting the rear-positioned propulsion unit against overload from engine torsional vibrations.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/407217</guid>
    </item>
    <item>
      <title>RESTRAINT CHARACTERISTICS OF FLEXIBLE RIVETED AND BOLTED BEAM-TO-COLUMN CONNECTIONS</title>
      <link>https://trid.trb.org/View/102043</link>
      <description><![CDATA[THE BEHAVIOR OF FLEXIBLE RIVETED AND BOLTED BEAM-TO-COLUMN CONNECTIONS IS DESCRIBED ALONG WITH THE FACTORS WHICH INFLUENCE THEIR MOMENT-ROTATION CHARACTERISTICS. THE LOCATION OF THE CENTER-OF-ROTATION OF THE CONNECTION ANGLES AND THE LOAD-DEFORMATION RELATIONSHIPS, AS DETERMINED FOR SHORT ANGLE SEGMENTS, ARE CONSIDERED TO BE THE MOST SIGNIFICANT FACTORS NECESSARY TO ESTABLISH THE RELATIONSHIP BETWEEN MOMENT AND ROTATION OF A CONNECTION. IT IS SHOWN THAT THE LOAD-DEFORMATION EXPRESSIONS FOR ANGLE SEGMENTS CAN BE DETERMINED ANALYTICALLY FOR DEFORMATIONS THAT ARE SUFFICIENTLY LARGE TO INSURE PLASTIC HINGES AT THREE CRITICAL LOCATIONS IN THE ANGLES. BASED ON THE DATA FROM TESTS CONDUCTED ON FULL SIZE FLEXIBLE CONNECTIONS THE LOCATION OF THE CENTER-OF-ROTATION CAN BE SHOWN TO BE A FUNCTION OF THE DEFORMATION OF THE CONNECTION ANGLES. MOMENT-ROTATION INFORMATION IS READILY DETERMINED FOR CONNECTION ANGLES OF THICKNESSES UP TO AND INCLUDING THOSE 7/16 INCHES THICK, AND WITH FROM TWO TO TEN ROWS OF FASTENERS. IN THE DEVELOPMENT OF THESE RELATIONSHIPS THE INFLUENCE OF VARIABLES SUCH AS GAGE, FILLET RADIUS, YIELD POINT, FASTENER SIZE AND ANGLE THICKNESS ARE ALSO CONSIDERED . RECOMMENDATIONS ARE MADE FOR THE UTILIZATION OF THE RESTRAINT CHARACTERISTICS OF FLEXIBLE CONNECTIONS IN DESIGN. THE SAVINGS IN BEAM WEIGHT ARE SHOWN TO BE AS GREAT AS SIX OR SEVEN PER CENT AND THE REDUCTION IN DEPTH USUALLY 2 OR 4 INCHES, DEPENDING ON LOADING CONDITION AND FRAMING. /AUTHOR/]]></description>
      <pubDate>Wed, 15 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/102043</guid>
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