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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>
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    <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>DETERMINATION OF SHIP AND WEATHER DEPENDENT DRAG COEFFICIENTS FOR THE DIMENSIONING OF THE MAIN ENGINE AND THE CONTROL OF THE ENGINE AND PROPELLER LOAD ON THE SEA. FINAL REPORT</title>
      <link>https://trid.trb.org/View/453839</link>
      <description><![CDATA[The method applied here uses the marine screw propeller as measuring instrument for resistance changes.  From the ship's logs the mean of the entries of ship's velocity, fuel consumption, motor output and speed rotation were evaluated in connection with weather and operating conditions.  Moreover, results of model tests, free-running diagrams of propellers as well as general ship data were used.  Ship logs and data of 15 ships of different size were put at our disposal by different German Shipping companies.]]></description>
      <pubDate>Mon, 04 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453839</guid>
    </item>
    <item>
      <title>THE PROPULSION COMMITTEE; FINAL REPORT AND RECOMMENDATIONS TO THE 20TH ITTC</title>
      <link>https://trid.trb.org/View/444314</link>
      <description><![CDATA[This report comprises the following chapters: 1.   General 2.   Comparative propeller experiments on steady Reynolds number    effects 3.   Workshop on surface panel method for marine propellers 4.   Review of improvements in mathematical models for propulsors 5.   Computer aided design and manufacture for propulsors 6.   cavitation control in propulsor design 7.   Effect of leading edge boundary layer tripping 8.   References 9.   Conclusions 10.  Recommendations for future work]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/444314</guid>
    </item>
    <item>
      <title>ON PROPULSIVE PERFORMANCE OF PROPELLER AND RUDDER SYSTEM</title>
      <link>https://trid.trb.org/View/449399</link>
      <description><![CDATA[In this paper a numerical lifting surface method, ie, the vortex lattice method is applied for predicting the characteristics of the propeller.  The propulsive performance of the propeller-rudder system is studied and a panel method is employed to describe the performance of the rudder behind the propeller.  The drag of the rudder is calculated by boundary layer theory to enhance the accuracy of the prediction.  Several examples are given and the calculated results and experimental data show good agreement.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/449399</guid>
    </item>
    <item>
      <title>THE SELECTION OF PROPULSION SYSTEMS FOR WORKBOATS</title>
      <link>https://trid.trb.org/View/164549</link>
      <description><![CDATA[This paper sets out to examine a number of propulsion systems available to the designer and operator of workboats with a view to outlining their advantages and disadvantages. Comparative performance criteria will be discussed with a view to indicating economic characteristics.  Such systems under discussion included Kort nozzles, steerable propeller units, cycloidal propellers, water jet units with comparisons made to both fixed and variable pitch propeller installations.  Order from NSFI as No. 22430.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164549</guid>
    </item>
    <item>
      <title>ON THE PERFORMANCE CHARACTERISTICS OF A PROPELLER IN AN OBLIQUE FLOW</title>
      <link>https://trid.trb.org/View/159221</link>
      <description><![CDATA[Applying the unsteady lifting surface theory developed in the previous paper (Journal of the Society of Naval Architects of West Japan No. 28, 1964), the authors deduce the method to calculate hydrodynamically the performance characteristics of propellers in oblique flows. Using this method for a given four-bladed propeller in oblique flows, they calculate the circulations around the blades, the mean relative velocities of inflow streaming along the blade sections, the section lift coefficients and the forces and moments acting on the propeller itself.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159221</guid>
    </item>
    <item>
      <title>THE PERFORMANCE OF THE CONTROLLABLE PITCH PROPELLERS ON THE U.S. COAST GUARD POLAR CLASS ICEBREAKERS</title>
      <link>https://trid.trb.org/View/165499</link>
      <description><![CDATA[After initial strength problems, the 16' diameter, 15MW CP-propellers without ducts have recently been shown to stand up against the loading of an actual extended icemilling in the unrestricted icebreaking operations that were conducted in the Arctic, with its high pressure ridges, as well as in the Antarctic with its solid ice coverage of up to 2.2 m thickness.  The paper describes the design features of the 35.8 percent hub-ratio propellers and their implications for exposed icebreaker duty and explains in detail the initial serious problems with the propeller system.  Subsequently the final solutions are presented together with supporting tests.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165499</guid>
    </item>
    <item>
      <title>A DESIGN METHOD OF THE DUCTED PROPELLER FOR LARGE SHIPS</title>
      <link>https://trid.trb.org/View/165716</link>
      <description><![CDATA[This paper presents a practical design method of the ducted propeller for large ships, which was developed based on the research results of the ducted propeller for the 280000 DWT tanker "Thorsaga."  The "AU-Da ducted propeller" was developed to provide high performance for large ships with respect to efficiency, cavitation and impeller strength.  In analyzing the self-propulsion test results the duct/impeller system is treated as a propulsor, and the method of analysis to take only impeller as the propulsor is also adopted in a supplementary manner, since this method was found to be quite useful in determining the propeller particulars.  In order to realize a reliable design by utilizing these two methods of analysis, two kinds of design charts, one for AU-Da ducted propeller series and the other for AU-Da Impeller series, were developed by conducting the systematic open test series.  In addition, the procedure of impeller design from cavitation aspect, the method of estimating the self-propulsion factors in early design stage are also given in this design method as well as the model-ship correlation to allow prediction of full scale performance, and thus a practical design system of the ducted propeller for large ships is presented.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165716</guid>
    </item>
    <item>
      <title>OPTIMIZED SHIP PROPULSION</title>
      <link>https://trid.trb.org/View/166072</link>
      <description><![CDATA[For small ships with installed power below 10,000 kW, heavy fuel operation is often cited as the way to reduce running costs.  However, the ship and the propeller also hold potential fuel-saving possibilities.  The three factors involved are discussed, namely ship resistance, heavy fuel operation, and propeller efficiency.  The only way of predicting ship resistance is by testing a model.  This is expensive and for small ships, such as coasters or trawlers, prediction is often based on experience with similar ships. The result is that too much engine power is often specified for only a very small increase in speed.  A more adequate method is to use a computer program to make a quick analysis of the ship's performance with alternative engine and propeller installations.  In the engine power range 1,000-10,000 kW, suitable for operation on heavy fuel, a typical heavy fuel calculation for a ship such as a trawler is presented.  Very thorough computer programs have been developed for calculating propeller performance, and comparison between different propeller installations are easy to make.  Order from BSRA as No. 54,570.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166072</guid>
    </item>
    <item>
      <title>APPLICATION OF CONTRAROTATING PROPULSION SYSTEM TO A U.S. FLAG MERCHANT VESSEL. PHASE I, MODEL TESTING AND PRELIMINARY INSTALLATION DESIGN</title>
      <link>https://trid.trb.org/View/162456</link>
      <description><![CDATA[The report describes the scale model test results for a contrarotating propulsion system applied to an existing high-speed trailership. The testing program included evaluation of two alternate propeller designs, each developed independently. The preliminary design of a contrarotating shafting system including an analysis of alignment conditions, principal vibration frequencies, and shaft stress levels is presented. A preliminary selection of contrarotating bearings and seals is offered, contingent on future full-scale tests. An economic evaluation is made of contrarotating propulsion for new construction, and for retrofit installations, based on the performance results of the model tests and preliminary estimates of construction costs. The study includes a sensitivity analysis of the effects of fuel price, discount, first cost, and price escalation on the net present value of a contrarotating installation. The report also outlines a program of future work based on the favorable results of the Phase I study.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162456</guid>
    </item>
    <item>
      <title>AHEAD AND BACKING OPEN WATER CHARACTERISTICS OF MODEL PROPELLER 4716-NOZZLE SYSTEM</title>
      <link>https://trid.trb.org/View/143478</link>
      <description><![CDATA[Model Propeller 4716-nozzle system was characterized in open water, ahead and backing. Model propeller 4716 was also characterized, ahead and backing, without the nozzle. The propeller-nozzle system and propeller performance data are presented in this report. The results indicate that under heavily loaded conditions, especially in backing, the propeller-nozzle system is more efficient than the propeller alone at the same loading. (Author)]]></description>
      <pubDate>Fri, 19 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143478</guid>
    </item>
    <item>
      <title>MODEL TESTING FROM AN OWNER'S POINT OF VIEW--THE DESIGN AND DEVELOPMENT OF A SERIES OF FAST SINGLE SCREW CONTAINER SHIPS</title>
      <link>https://trid.trb.org/View/151860</link>
      <description><![CDATA[The conversion of ship-model test results into values that can be used in the design of the full-scale ship depends very much on empirical corrections and calculations, and called for special attention in the extensive programme of model testing which forms the subject of this paper.  The Author (of A.P. Moller, Copenhagen) describes and discusses this programme, which was carried out to develop a design for a 26-knot container-ship with 40,000 shp (from a steam turbine) on one shaft, a concept more advanced hydrodynamically than previous single-screw ships.  A series of nine ships was to be built.  Two sets of model tests were needed because the ships were to be built in two different yards, each of which insisted on developing its own design; furthermore, two manufacturers shared the order for the propellers, and each developed and tested its own designs. There were therefore two hull designs, for each of which there were two propeller designs (i.e., four propeller variants were designed and tested).  Propellers and shafts, and practically all important components, are nevertheless interchangeable.  The number of model tests carried out during the development of the hull and propeller designs far exceeded the number originally scheduled, and though there was little time for development work based on the tests, the first ship was delivered 25 months after the signing of the contract.  The tests and development of the hull lines and the propellers, and the results of the sea trials, are discussed, and comparisons are made between full-scale results (in trials and in service) and predictions from the model tests.  Some investigations were conducted on discrepancies between full-scale performance and the predictions, and are briefly discussed.  The paper also includes some information on the condition of the propellers after an average of 26 months' service.  Some experience in operating the ships in bad weather is mentioned; bow strengthening was needed on one of the two designs.  The Author concludes that very successful hull and propeller designs resulted from this comprehensive experimental work. It is mentioned that improvement of the wake field during the model testing was probably the most important factor in obtaining the very satisfactory results in regard to vibration.  Order from BSRA as No. 53,333.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151860</guid>
    </item>
    <item>
      <title>PROPELLER MANUFACTURING: PROBLEMS IN DESIGN--PRODUCTION INTEGRATION AND QUALITY CONTROL</title>
      <link>https://trid.trb.org/View/152160</link>
      <description><![CDATA[The service record of propellers is less than desirable and when propeller-related problems become intolerable, the diagnosis as well as the cures may be time consuming and expensive.  A careful study of the existing design and manufacturing processes indicates that action is needed to improve; the design process, design data bases, quality control requirements, manufacturing processes, blade surface measurements, and design implementation.  This paper describes these problems in detail and considers them in context of total propeller technology.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152160</guid>
    </item>
    <item>
      <title>STUDY ON STERN SHAPES WITH MULTI-SCREW PROPELLERS</title>
      <link>https://trid.trb.org/View/153413</link>
      <description><![CDATA[From 1972 to 1977, a research and development study was conducted for a container-ship to fill the following requirements: average speed 34.6 knots; length b.p. 300m; container capacity 3,000; and machinery output about 250,000 hp.  The Authors give a detailed account of that part of the study dealing with stern shapes and different propeller arrangements.  Three different stern forms (two U-type and one V-type) and various quadruple and triple screw arrangements were model-tested, resistance and self-propulsion tests and wake surveys being carried out. It was concluded that:--1. The resistance of the appendage amounts to about 20% of the total resistance of the model. The problem of ship/model correlation for the appendages should be solved in detail for the actual ship.  2. Propulsive performance with triple screws is better than that with quadruple screws.  The adoption of a contra-rotating propeller, instead of a conventional centre propeller, in the triple-screw arrangement gives the best propulsive performance.  Several other conclusions are drawn, and it is estimated that, at 34.6 knots, the ship would require 235,000 dhp with quadruple screws, 222,000 dhp with triple screws, and 218,000 dhp with triple screws with contra-rotating propellers in the centre position.  Order from BSRA as No. 52,438.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153413</guid>
    </item>
    <item>
      <title>DUCTED PROPELLERS WITH SIMPLIFIED DUCT PROFILE</title>
      <link>https://trid.trb.org/View/148019</link>
      <description><![CDATA[In recent years, several types of propellers with ducts of simplified profile have been systematically tested by the ship-model basin at Shanghai Jiao Tong University.  The Authors present two series of these ducted propellers, together with detailed test results; the two series are JD75 + Ka4-70, which is suitable for steering-ducts, and JD7704 + Ka4-70, which gives good astern performance.  In addition to the open-water characteristics of these two ducted propellers, the paper gives (Square root of B sub p) minus delta charts and charts corresponding to the optimum condition.  These simplified-profile ducts, JD75 and JD7704, give a somewhat better propulsive performance than those developed in other countries.  Furthermore, the open-water results with the JD7704 duct show that it is possible to develop a ducted propeller system with good performance both ahead and astern.  Order from BSRA as No. 51,202.]]></description>
      <pubDate>Thu, 20 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148019</guid>
    </item>
    <item>
      <title>UPGRADING THE PROPUSSION AND MANEUVERING CAPABILITIES OF THE LCU-1466 UTILITY LANDING CRAFT</title>
      <link>https://trid.trb.org/View/144244</link>
      <description><![CDATA[The LCU-1466 Class of Utility Landing Craft were designed by the Navy in the early 1950s as a replacement for the World War II LCTs.  Although they performed their original function efficiently they are now approaching the status of over-age-in-grade and their continued ability to perform logistics services with any degree of efficiency is in doubt.  This report analyzes the abilities of these craft in the areas of maneuvering and propulsion and suggests various methods through which their service life may be extended and their performance efficiency upgraded.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144244</guid>
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