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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>A METHOD FOR PREDICTING EFFECTS OF PROPELLER-HULL CONFIGURATIONS ON VIBRATORY EXCITATION OF SHIPS</title>
      <link>https://trid.trb.org/View/161218</link>
      <description><![CDATA[An outstanding problem in naval architecture is the selection of the propeller geometry and the location of the propeller in the aperture in order to reduce the sum of the propeller-induced vibratory bearing forces and moments and the hull surface forces and moments to an acceptable minimum.  This paper presents a reliable method for calculating these net excitations for arbitrary stern and propeller configurations.  A computer solution for the propeller and hull excitations has been developed and assessed by comparison with two independent sets of model measurments. The paper describes the physical mechanisms involved in visualisation of the velocity field and outlines the mathematical models employed to represent the propeller in the hull wake and the hull surface.  Although the method is currently limited to non-cavitating propellers, it can embrace the dominating excitations arising from intermittent blade cavitation.  Order from BSRA as No. 54,391.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161218</guid>
    </item>
    <item>
      <title>PROSPECT OF SAIL-EQUIPPED MOTORSHIP AS ASSESSED FROM EXPERIMENTAL SHIP "DAIOH"</title>
      <link>https://trid.trb.org/View/161808</link>
      <description><![CDATA[This article suggests an approach to the realization of a sail-equipped motorship based on the results obtained from wind tunnel tests, on-shore tests and sea trials of the experimental-ship "Daioh"  conducted by the joint efforts of Nippon Kokan K.K. and the Japan Marine Machinery Development Association.  Much technical data on sail performances was obtained through systematic wind tunnel tests.  The sailing equipment was first mechanized to meet the various requirements, installed on board "Daioh", and tested, and a power gain estimation method was verified by the sea trials.  The economical aspects off a 10,000 to 35,000 DWT Bulk Carrier were also studied by utilizing the power gain estimation method.  This then is a report on the successful termination of the first stage in the development process.]]></description>
      <pubDate>Sat, 29 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161808</guid>
    </item>
    <item>
      <title>A METHOD FOR CALCULATION OF FORCES AND PRESSURES INDUCED ON THE HULL BY CAVITATING PROPELLER</title>
      <link>https://trid.trb.org/View/158401</link>
      <description><![CDATA[A method for prediction of hydrodynamic characteristics of the propeller operating in the non-uniform field of flow is presented.  It is based on the lifting surface theory, and takes into account some of the most important unsteady effects.  The algorithm for calculation of the time-dependent pressure distribution on the propeller blades is employed for prediction of cavitation extent, unsteady bearing forces and pressure pulsations induced on the hull surface.  Apart from the theoretical background of the method, some of the results obtained during the experimental verification are presented.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158401</guid>
    </item>
    <item>
      <title>A FUNDAMENTAL STUDY ON HULL/RUDDER INTERACTION</title>
      <link>https://trid.trb.org/View/154957</link>
      <description><![CDATA[Many experimental investigations have been made on the lateral force acting on a ship in a manoeuvre, and it has been found that the hydrodynamic force induced on the hull when using the rudder amounts to about 30% of the rudder force.  However, the effect of the presence of the rudder force.  However, the effect of the presence of the hull upon the rudder force has not yet been clarified, and the main purpose of the present study is to investigate this particular problem.  In the study, it is assumed that the hull and the rudder can be represented by a low aspect-ratio rectangular wing and its flap, which is separated from the wing.  The integral equations based on non-linear lifting-surface theory are derived, and the values thus calculated are compared with experimental data. The calculated values for the normal force acting on the rudder and the main hull agree fairly well with the experimental ones.  By comparing the hydrodynamic forces of the rudder and the hull, in a hull/rudder system, with those occurring when the rudder and the hull exist independently, the Authors discuss the hull/rudder interaction.  It is shown that additional hydrodynamic force due to steering is induced on the main hull, but the rudder effectiveness is reduced compared with that in open water.  Order from BSRA as No. 53,407.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154957</guid>
    </item>
    <item>
      <title>THE RELATIVE IMPORTANCE OF SHIP VIBRATION EXCITATION FORCES</title>
      <link>https://trid.trb.org/View/149768</link>
      <description><![CDATA[The Authors, of Det norske Veritas, point out that experience has shown that the propeller is the main source of vibration in the after part of the ship, and that ro/ro ships and some other types are even more sensitive to propeller excitation than tankers and other bulk carriers. The importance of the excitation forces transmitted through the shaft, as compared with those transmitted through the water and the hull surface, is then examined in the light of the results of extensive calculations and full-scale measurements.  The paper is presented under the main headings:--1. Introduction.  2. Excitation Forces from Propeller (1--Shaft Forces. 2--Hull Surface Forces).  3. Relative Magnitude of Propeller-Induced Excitation Forces. 4. Dynamic Response of Hull and Superstructure (1--The Mode Superposition Method. 2--Transfer Functions between Excitation Force and Response).  5. The Relative Importance of the Excitation Forces.  6. Correlation between Analyses and Measurements.  7. Conclusions.  Under 7., it is concluded that the forces transferred to the hull surface as pressure fluctuations are, in general, the largest excitation forces; they are mainly the result of transient cavitation on the propeller blades.  Wake variation is a very important factor in cavitation-induced pressure fluctuations, but some remarkable improvements have been obtained by such devices as skewed blades and/or unloaded blade-tips.  As the afterbody lines determine the size of the area exposed to the pressure fluctuations, these fluctuations alone are not a reliable measure of the magnitude of the total hull-surface forces.  Several further conclusions are drawn, and a general conclusion is that propeller forces transmitted through the shafting are of no significance as long as longitudinal and whirling resonances are avoided.  It is also found that the pressure impulses, the fundamental resonant frequency of the superstructure, and the vibration level can be calculated with sufficient accuracy at the design stage.  Order from BSRA as No. 52,510.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149768</guid>
    </item>
    <item>
      <title>CAVITATION-INDUCED HULL PRESSURES: A COMPARISON OF ANALYTICAL RESULTS, SHIP AND MODEL MEASUREMENTS</title>
      <link>https://trid.trb.org/View/149772</link>
      <description><![CDATA[The Propeller Excited Vibration (PEV) project carried out by B.S.R.A. between 1974 and 1977 has provided design guidance and experimental and analytical procedures to assist the designer to avoid excessive levels of propeller-induced vibration.  In this paper, the Author (of B.S.R.A.) reports on the outcome of the part of the PEV research that was particularly concerned with the analytical assessment of propeller and wake.  After an introduction in which, some relevant effects of cavitation are discussed, the paper is arranged under the main headings:--The Role of Analytical Propeller Methods in the Design Sequence; B.S.R.A.'s Current Analytical Method; Basic Assumptions; Comparison of Analytical Predictions with Ship Measurements and Model. B.S.R.A.'s current analytical method consists of a program suite conforming, like most analytical methods for estimating hull excitation forces due to the propeller and wake, to a four-module philosophy, and the particular modes of evaluation are (A) Propeller analysis, (B) Determination of cavity geometry, (C) Determination of free space pressure, and (D) Determination of hull excitation force. This analytical method, applied to four combinations of scaled model propeller and wake, has been found to predict, reasonably well, blade rate amplitude of pressure close to the blade tips.  However, the calculated blade-rate pressure components do not show the same fall-off rate (with increasing distance from the tips) as the ship and the model, a tendency which causes an over-estimate in the integration of pressure to obtain the exciting force.  These results indicate that, to obtain reliable estimates of excitation from the calculated pressures, the method requires further assessment and development.  Development can be envisaged in each of the four modules, if ship and model tests can provide a deeper insight into several matters that require clarification.  Order from BSRA as No. 52,516.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/149772</guid>
    </item>
    <item>
      <title>PERIODIC RESPONSE ANALYSIS OF FLOATING FRAMED STRUCTURES</title>
      <link>https://trid.trb.org/View/148398</link>
      <description><![CDATA[In the usual analysis of floating structures, rigid body motion is analyzed first and after that, over-all structural response is analyzed as an elastic body.  For large scaled floating framed structues, however, elastic deformation of structural members may affect the motion of them.  In this paper a method analyzing the response of floating framed ocean structures subjected to periodic waves is presented, where flexibility of structural members is included in equations of motion and so internal stresses of them are calculated simultaneously with the motion.  In this method functions of members are assumed to be divided into two. One is a rigid body with mass, shape and sizes and the other is an elastic beam with elastic rigidity.  By using this analytical model equations of motion are introduced in the matrix forms.  The calculations were compared with experiments by simple floating models and agreement of both was fairly good.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148398</guid>
    </item>
    <item>
      <title>PRELIMINARY MEASUREMENTS OF PRESSURE DISTRIBUTION TO DETERMINE THE TRANSVERSE STABILITY OF A FAST ROUND BILGE HULL</title>
      <link>https://trid.trb.org/View/147963</link>
      <description><![CDATA[Recent evidence has shown that there can be significant changes in transverse static stability with forward speed for fast round bilge displacement hull forms leading to lateral instability in extreme cases.  Preliminary measurements have been made of the pressure distribution at two stations on a typical round bilge hull form in both the stable and unstable regimes.  The results correlated with the observed instability phenomenon and showed that in general the change in righting moment was largely related to changes in the buoyancy forces due to wave formation.  The results also showed that on the two sections investigated the dynamic pressures enhibited a net downward force on the hull.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147963</guid>
    </item>
    <item>
      <title>BOW LOADING VALUES (BULBOUS BOW). TASK II</title>
      <link>https://trid.trb.org/View/75570</link>
      <description><![CDATA[In order to design an efficient collision barrier, it is necessary to know the distribution and maximum intensity of forces impacting on the barrier during the crushing of a striking bow. These were calculated for the model of the "Esso Malaysia" using the empirical method of Dr. Gerard, and also various buckling formulae.  The results of the calculations were fairly satisfactory.  A check was also made for the total energy spent in the German GKSS tests using forces recorded during the test.  It was found that the recording of these forces was not satisfactory. (See MRIS No.181564).]]></description>
      <pubDate>Wed, 31 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75570</guid>
    </item>
    <item>
      <title>THE EFFECTS OF VARYING SHIP HULL PROPORTIONS AND HULL MATERIALS ON HULL FLEXIBLITY, BENDING AND VIBRATORY STRESSES</title>
      <link>https://trid.trb.org/View/138060</link>
      <description><![CDATA[The effect of varying ship proportions and hull materials on hull flexibility and on the concomitant bending and vibratory stresses for an ore carrier, a tanker, containership, and a general cargo ship is evaluated.  With the flexibilty of the ship's hull represented by the natural frequency of the ship associated with the two-node shape, a potentially useful relation between the flexibility and bending moment has been established.  An analysis indicates that forward speed affects hydrodynamic damping and forces as well as hull flexibility, and there may exist an optimal flexibility for every ship, but there is not necessarily a limit to the flexibility.]]></description>
      <pubDate>Wed, 17 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138060</guid>
    </item>
    <item>
      <title>HIGH SPEED SHIP STRUCTURAL DYNAMICS, PRACTICAL APPLICATION TO DESIGN</title>
      <link>https://trid.trb.org/View/91887</link>
      <description><![CDATA[This paper is devoted to the problem of high speed hulls subjected to transient dynamic loads, specifically those associated with ship hydrodynamic impact, as these are usually the critical seaway induced dynamic loads in the design of high speed ships.  Other dynamic transient loads which may induce severe damage to the hull structure are those associated with air blast loadings and underwater explosions.]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91887</guid>
    </item>
    <item>
      <title>EXCITATION FORCES AND AFTERBODY VIBRATIONS INDUCED BY MARINE PROPELLER BLADE CAVITATION</title>
      <link>https://trid.trb.org/View/87662</link>
      <description><![CDATA[Regression analyses were carried out, based on data from full-scale measurements of pressure amplitudes on the hull and vibrations of the superstructure on 72 ships.  Model wake field data from the ships were included in the analysis.  The investigations showed close relations between; pressure fluctuations on the hull (blade and 2 x blade frequency) propeller clearances propeller design wake field aft draft superstructure vibration level (blade frequency) hull surface forces aft draft.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87662</guid>
    </item>
    <item>
      <title>THE DIFFRACTION FORCES FOR A SHIP MOVING IN OBLIQUE SEAS</title>
      <link>https://trid.trb.org/View/87440</link>
      <description><![CDATA[The diffraction problem of a fixed slender ship moving in incident waves is formulated.  The waves are assumed to be of the same order as the beam of the ship and are from an oblique heading.  The boundary-value problem is linearized with respect to wave amplitude and solved by the method of matched asymptotic expansions.  The oscillating forward-speed potential is solved to two orders of magnitude.  The first order is just the zero-speed case while the second-order problem involves solving a boundary-value problem with a nonhomogeneous free-surface condition.  The solution to this second-order problem is given in terms of three auxiliary potentials, each satisfying a separate part of the boundary conditions.  For zero forward speed, the sectional exciting force is calculated and compared with the commonly used integrand of the Khaskind relations.  The two give different values, but when integrated over the hull both show the same total exciting force.  The pressure distribution on an ore carrier for both zero forward speed and an abbreviated form of the forward-speed case is given and compared with experiments.]]></description>
      <pubDate>Tue, 31 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87440</guid>
    </item>
    <item>
      <title>SIMULATION METHODS IN DETERMINATION OF SHIP'S BEHAVIOR IN ROUGH SEA</title>
      <link>https://trid.trb.org/View/86966</link>
      <description><![CDATA[A simulation method was developed to determine the oscillations of ship sections in deep and shallow water. Ship vibrations caused by a slam wave are computed by means of a simulation method.  The results indicate that hull elasticity must be taken into consideration when determining the loads caused by slams.]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86966</guid>
    </item>
    <item>
      <title>CONSIDERATIONS ON THE HULL EXCITATION FORCES INDUCED BY A CAVITATING PROPELLER</title>
      <link>https://trid.trb.org/View/85480</link>
      <description><![CDATA[A model to describe the velocity potential of a cavitating propeller is considered.  Stripwise quasi-steady application of free streamline theory leads to a source distribution on the blades, accounting for the time-dependent behaviour of the cavity geometry.  The model is used to study the relation between the pressure field of the propeller and the structure of the wake in which the propeller operates and to show the differences in effect between cavitating and non-cavitating propellers.  Order from BSRA as No. 49,795.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85480</guid>
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