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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>FREE-SURFACE BOUNDARY-LAYER APPROACH TO STUDY THE BOW VORTICES GENERATION AHEAD OF A SEMISUBMERGED HORIZONTAL CIRCULAR CYLINDER</title>
      <link>https://trid.trb.org/View/467034</link>
      <description><![CDATA[In the light of experimental observation of a free-surface shear layer. the flow ahead of a semisubmerged horizontal cylinder is modelled as a free-surface boundary layer of concentrated vorticity joining the potential flow below it with the aim to study the generation of bow vortices theoretically.  The boundary-layer equations are linearized subject to a suitable assumption and are integrated using basically the Karnan Pohlhausen method.  It is found that the free surface moves slower than the layer beneath it, but there is more likelihood of bow vortices being generated by instability of velocity profile rather than by separation and backflow.  This is confirmed by the nonmonotonicity in the vorticity profile and the fulfilment of the Gortler instability criterion for flow along curved boundaries, near the body upstream.  The position of the point of onset of instability, as stipulated from the above observations, compares well with the position of the free-surface separation point as observed in the experiments.]]></description>
      <pubDate>Fri, 01 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/467034</guid>
    </item>
    <item>
      <title>DIFFRACTION OF SECOND-ORDER SURFACE WAVES BY SEMISUBMERGED HORIZONTAL RECTANGULAR CYLINDER</title>
      <link>https://trid.trb.org/View/443231</link>
      <description><![CDATA[A solution to the diffraction problem for second-order surface waves by a semisubmerged horizontal cylinder of rectangular cross section is presented.  The boundary-value problem is solved by the method of matched eigenfunction expansions.  Wave loads are calculated by integrating pressures over the wetted surface of the cylinder.  Horizontal and vertical forces and the moment about the heel of the cylinder are presented for four cylinder geometries.  The results reveal that second-order components may become the significant contributions to the loads in deep water and may exceed the corresponding first-order quantities even for waves of moderate steepnesses. Theoretical results are confirmed by experimental data.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/443231</guid>
    </item>
    <item>
      <title>SSC SUPPORT VESSEL FOR UNDERWATER EXPERIMENT, THE "KAIYO"</title>
      <link>https://trid.trb.org/View/393187</link>
      <description><![CDATA[The KAIYO, a semi-submerged catamaran was designed to serve as the floating base for underwater experimental activities. This Technical Bulletin reports in the design, components,instrumentation and special features of the vessel. Results of sea trials are also included.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/393187</guid>
    </item>
    <item>
      <title>SEMI-SUBMERGED CATAMARAN (SSC) APPLICATION IN MARINE TRANSPORT AND OCEAN DEVELOPMENT</title>
      <link>https://trid.trb.org/View/395503</link>
      <description><![CDATA[The Semi-Submerged Catamaran (SSC) or Small Waterplane Area Twin Hull (SWATH) is the ideal design concept for a variety of ship applications in marine transportation and ocean development, where good seakeeping and ample deck space as well as sustaining speed in waves are required for a modest-sized ship. This paper presents an example concept design of the passenger/car ferry as well as the design and performance data of various SSCs constructed and under construction, including the passenger ferry SEAGULL, the hydrographic survey vessel KOTOZAKI and the 2,800 gross ton support vessel for underwater work. As an application in the field of marine recreation, designs of a small prototype SSC leisure boat and a larger version are briefly described.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/395503</guid>
    </item>
    <item>
      <title>THE LIMITING VALUES OF ADDED MASSES OF A PARTIALLY SUBMERGED CYLINDER OF ARBITRARY SHAPE</title>
      <link>https://trid.trb.org/View/397493</link>
      <description><![CDATA[Using Schwarz's integral formula, new series expressions are obtained for the low- and high-frequency limiting values of the added-mass tensor of partially submerged cylinders of arbitrary shape, including non-smooth and nonsymmetric ones. These series contain the Fourier coefficients of simple geometric quantities of the body contour, and their rate of convergence is controlled by geometrical parameters reflecting the smoothness of the double-body contour. Alternative expressions of a more usual form, in terms of the conformal mapping coefficients of the body contour, are also presented. The off-diagonal elements of the limiting added-mass tensors as well as the low-frequency added moment of inertia for nonsymmetric sections are apparently given for the first time. As an application, closed-form expressions for the limiting added-mass coefficients of an extended-Lewis family of ship sections are obtained.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/397493</guid>
    </item>
    <item>
      <title>SES PROPULSION</title>
      <link>https://trid.trb.org/View/399865</link>
      <description><![CDATA[Two articles make up this feature on surface effect ship (SES) propulsion. The first, "Water Jet or PSP Propulsion," describes work done by SSPA Maritime Consulting AB, Sweden, to evaluate alternative propulsors. An extensive test program was carried out in the towing tank at SSPA to compare waterjet propulsion and partially submerged propellers (PSP). Test results are summarized and conclusions listed. The second, and briefer article, is "8-Blade SP Screw from Rolla." It describes how Rolla SP Propellers, a Swiss firm manufacturing fast propellers, has introduced a new high-performance 8-bladed cleaver geometry stainless steel propeller into the international market. The decision to continue the development of this innovative surface-piercing propeller was made following the successful results obtained in tests at the Berlin University Cavitation Tunnel. The Rolla model basin tests in fact constitute the first systematic series available for surface propellers.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/399865</guid>
    </item>
    <item>
      <title>A TWO-DIMENSIONAL POTENTIAL FLOW MODEL OF THE WAVE FIELD GENERATED BY A SEMISUBMERGED BODY IN HEAVING MOTION</title>
      <link>https://trid.trb.org/View/400441</link>
      <description><![CDATA[A two-dimensional boundary fitted coordinate potential flow model was employed to predict the wave field and forces generated by a semisubmerged body in simple heaving motion. The computational approach solves the coordinate transformation and potential flow equation, with associated boundary conditions, using a successive overrelaxation technique. The equations are approximated by second- order finite difference representations, and the time marching of the free surface boundary condition is calculated using a modified Euler approach. The proposed approach is readily able to handle time-dependent free surface flows with fully nonlinear free surface boundary conditions and arbitrarily shaped heaving body geometries.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/400441</guid>
    </item>
    <item>
      <title>AN EXPERIMENTAL STUDY ON THE PERFORMANCE CHARACTERISTICS OF PARTIALLY SUBMERGED PROPELLER</title>
      <link>https://trid.trb.org/View/402399</link>
      <description><![CDATA[Open water tests were carried out on three-bladed and five-bladed propellers at the China Ship Scientific Research Center in order to investigate the performance characteristics of partially submerged propellers. Results indicate that the performance characteristics of the partially submerged propellers are very similar to those of cavitating propellers, except in three regions where marked changes in characteristic curves and flow patterns are noted, i.e., the partial ventilation region, the unsteady transition region, and the full ventilation region.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402399</guid>
    </item>
    <item>
      <title>STANDARDIZATION TRIALS OF THE STABLE SEMISUBMERGED PLATFORM, SSP KAIMALINO, WITH A MODIFIED BUOYANCY CONFIGURATION</title>
      <link>https://trid.trb.org/View/150847</link>
      <description><![CDATA[This report contains the results of heavy, medium, and light displacements standardization trials conducted on the Stable Semisubmerged Platform (SSP) KAIMALINO in a new buoyancy module configuration. Measurements of shaft rpm, shaft torque, ship speed, ship's heading, position of ship's control surfaces, ship's roll, ship's pitch, and relative wind velocity and direction were made throughout the speed range of 4.68 to 17.96 knots. A comparison of power characteristics of the old and the newly increased buoyancy configurations is presented. The new buoyancy scheme proved significantly superior below 13.2 knots and less desirable above that speed. Comparisons are made between the ship's automatic control system and a fixed control surfaces condition. No significant powering changes were noted. Comparisons between different nominal trim conditions were made which produced modest differences. Calm and nominally rough water trials were also compared and the effects of the sea state on powering characteristics was found to be minimal. (Author)]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150847</guid>
    </item>
    <item>
      <title>A NOTE ON THE EFFICIENCY POTENTIAL OF SEMI-SUBMERGED SHIPS. REVISION 1</title>
      <link>https://trid.trb.org/View/155415</link>
      <description><![CDATA[The 'lift/drag' ratio (L/D) which could be achieved with semi-submerged ships (s3) was studied. Given that the motion in a seaway can be very small, then L/D is by far the most important factor in any comparison with other forms of vehicle. That motions can be less than for conventional ships has been clearly shown by a number of eminent workers over the last thirty years. We suggest here, in fact, that motions could be essentially zero, if one is prepared to accept a form which has negligible hydrostatic pitch and roll stiffness when underway, relying on dynamic pressure forces on stabilizer foils for stability. We conclude that in medium and large sizes, S3 offers the possibility of very high L/D ratios in the intermediate speed range around 60 knots, and large S3 may be competitive at 100 knots. The poor showing to date seems to be principally due to designs which have the submerged hull too close to the surface, struts which are very thick and/or have large wetted area, and insufficient development work on reducing inteference drag.]]></description>
      <pubDate>Tue, 22 Jul 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155415</guid>
    </item>
    <item>
      <title>USE OF SEMI-SUBMERGED SHIPS TO SUPPORT NEW TECHNOLOGY AT SEA</title>
      <link>https://trid.trb.org/View/153727</link>
      <description><![CDATA[A description is given showing how a new type of Semi-Submerged Ship, called S3, can be used to enhance the effectiveness of new technological developments at sea. History has shown that new discoveries in nearly any field lead to the need for new support systems.  Similarly, in work at sea, new technological advances in geophysical equipment, oil drilling equipment, mining, fishing, transportation, oceanographic instrumentation, diving, submersibles, underwater work systems, etc.  lead to the increased need for more stable ships with greater deck areas, all-weather operations, greater speed, and reduced overall costs.]]></description>
      <pubDate>Mon, 09 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153727</guid>
    </item>
    <item>
      <title>SWATH HULL FORM FOR AN ARS SALVAGE SHIP</title>
      <link>https://trid.trb.org/View/150407</link>
      <description><![CDATA[Advances the premise that the new ARS-46 design provides virtually no capability increase over the ARS-38 hulls it is to replace, except increased horsepower. The superior motion characteristics of the SWATH are discussed, and significant motion-and geometry-related capability improvements are identified and developed. Concludes by recommending the ARS-46 design be held in abeyance pending comparisons of functions, capabilities and cost effectiveness with SWATH concepts. (Author)]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150407</guid>
    </item>
    <item>
      <title>SEAKEEPING TRIALS OF THE STABLE SEMI-SUBMERGED PLATFORM (SSP KAIMALINO)</title>
      <link>https://trid.trb.org/View/47577</link>
      <description><![CDATA[Full scale trials were conducted on the Stable Semi-Submerged Platform (SSP) known as the SSP Kaimalino, a Small Water Plane Twin Hull (SWATH) with an overall length of 87.8 ft (26.76m) and displacement of 193 tons (196 MTSW). Trials were conducted in a Sea State 4 at various headings and speeds.  A helicopter was used to obtain motion and still photographs with an oceangoing tug running alongside for comparison purposes.  Measurements were made of craft motions and accelerations as well as pressures on the craft structures due to wave impacting.  (Author)]]></description>
      <pubDate>Wed, 30 Mar 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47577</guid>
    </item>
    <item>
      <title>SEMISUBMERGED SHIP WITH BOW IMPACT ALLEVIATOR</title>
      <link>https://trid.trb.org/View/65386</link>
      <description><![CDATA[An improvement is provided for the semisubmerged ship which reduces the impact effect of large waves when they strike the ship's platform. A semisubmerged ship by having at least one submerged elongate hull supporting a platform above the water's surface by at least one water-surface piercing strut is capable of high-speed operation and a large wave directly striking the platform could damage the ship. Including pairs of lifting hydrofoils on the upper reaches of the forwardly disposed water-surface piercing struts raises the platform to reduce the impact force and the possibility of damage to the platform. Similarly configured bow-shaped projections on the underside of the platform generate lifting forces which raise the platform over the waves to reduce the impact force. Designing the bow shaped projections to be cusp-shaped also helps them cleave into the waves to further reduce the impact and the effects of impact on the underside of the platform. The concave surfaces of the cusps translate the impacting force to tensile stresses in their sheet-metal surfaces. These sheet metal surfaces are capable of bearing greater tensile forces without yielding whereas conventional flat surfaces are deformed and end up irregularly shaped.]]></description>
      <pubDate>Wed, 16 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/65386</guid>
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