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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>A COMPUTER PROGRAM BASED ON INDUCTION FACTORS METHOD TO DESIGN MODERATELY LOADED PROPELLERS</title>
      <link>https://trid.trb.org/View/148987</link>
      <description><![CDATA[The first section of the paper illustrates the employed method to calculate lift coefficients, induced velocities and hydrodynamic pitch angles not only for wake adapted, but also for arbitrary radial loaded propellers.  Section two illustrates the approach for stress and cavitation computations needed to pass from hydrodynamic to geometrical propeller blade design.  The last section shows how three-dimensional surface effects are taken into account by introduction of correction factors calculated from the lifting surface theory.  Inquiries for obtaining this report should be made directly to the organization indicated in the reference above or to your national ship research institute. Order from NSFI as No. 19030.]]></description>
      <pubDate>Tue, 22 Apr 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148987</guid>
    </item>
    <item>
      <title>SUMMARY OF PROPELLER AND TAILSHAFT INTERFACE CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/141867</link>
      <description><![CDATA[Considerations for the design, installation, survey and repair of propellers and tailshafts are discussed. Particular emphasis is placed on stress concentrations and other factors which cause in-service problems.  The recognition of the more common problems, and methods of repair are discussed.  A method for calculating the stress in a typical tailshaft based on the fatigue analysis method is included as an appendix.]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141867</guid>
    </item>
    <item>
      <title>STRENGTH OF PROPELLER BLADES--A NUMERICAL APPROACH</title>
      <link>https://trid.trb.org/View/71455</link>
      <description><![CDATA[The loading is imposed at the nodes of a finite element structural model of the blade made of thick shell curved elements.  Such a model may be conveniently generated from only a limited amount of geometrical design data, thus enabling to perform mesh fineness studies.]]></description>
      <pubDate>Sun, 27 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71455</guid>
    </item>
    <item>
      <title>CURVED FINITE ELEMENTS COMPUTER PROGRAM--PBLADE USER'S MANUAL</title>
      <link>https://trid.trb.org/View/71081</link>
      <description><![CDATA[The present report provides the detailed instructions to perform a structural analysis using the curved finite element computer program--PBLADE.  It defines input variables and format.  It discusses the idealization of structures, their geometrical and material properties, the scope of computations and the core size requirements.  It further discusses the effect of computational algorithm employed in the development and organization of the program. An example of the data formation in a well-known frontal solution procedure is described in detail to allow further exploitation of the efficient algorithm.  Sample problems are given to illustrate applications and capabilities of the program to solve complex structural problems of a three-dimensional nature.  Numerical results are presented to demonstrate the effectiveness of the programed computation.]]></description>
      <pubDate>Sat, 29 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71081</guid>
    </item>
    <item>
      <title>THE BARBEY REPORT. AN INVESTIGATION INTO CONTROLLABLE PITCH PROPELLER FAILURES FROM THE STANDPOINT OF FULL-SCALE UNDERWAY PROPELLER MEASUREMENTS</title>
      <link>https://trid.trb.org/View/69535</link>
      <description><![CDATA[This report reviews the previous experience with Controllable Pitch Propellers (CPP). Two ships of the FF-1052 class were fitted out with CPP's for test and evaluation. One of these ships, the USS BARBEY (FF-1088), experienced difficulties followed by catastrophic failure of the CPP mechanism after a relatively short period of operation. As part of an extensive investigation into the general CPP design philosophy with particular reference to the failures experienced on BARBEY, the David W. Taylor Naval Ship Research and Development Center (DTNSRDC) instrumented the CPP mechanism on BARBEY and conducted full-scale drydock, dockside, and underway tests. The results showed that the quantitative and qualitative assumptions made in the structural design and propeller blade loads (especially during maneuvers) were not compatible with reality. More explicitly, the propeller blade palm acts as a nonuniform, nonlinear loading mechanism on the blade bolts. It was found that this mechanism causes excessive loads which lead to fatigue damage in the bolts and crank disk. This was most likely the direct cause of the original bolt failures and, together with geometric design and metallurgical deficiencies, contributed significantly to the crank disk failures.]]></description>
      <pubDate>Wed, 26 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69535</guid>
    </item>
    <item>
      <title>PRACTICAL SERVICE EXPERIENCE WITH PROPELLER DUCTS</title>
      <link>https://trid.trb.org/View/57368</link>
      <description><![CDATA[The paper deals with structural failures in the propeller, the duct, and the supporting structure, and outlines how these problems have been overcome.  Work drawings of propeller and nozzle.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57368</guid>
    </item>
    <item>
      <title>VULCANIZED-RUBBER PROTECTION FOR STRAIN GAGES IN A SEAWATER ENVIRONMENT</title>
      <link>https://trid.trb.org/View/60363</link>
      <description><![CDATA[New materials and techniques are described for using vulcanized rubber to protect strain gages installed on the components of a controllable-pitch propeller (CPP) system of a Navy destroyer.  Strain gages protected by vulcanized rubber have survived many months of full-scale sea trials of the CPP system.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60363</guid>
    </item>
    <item>
      <title>METHODS FOR PREDICTING FORCES ENCOUNTERED BY PROPELLERS DURING INTERACTIONS WITH ICE</title>
      <link>https://trid.trb.org/View/52070</link>
      <description><![CDATA[A model system for estimating the shaft torque, blade bending moment and blade turning moment experienced by a propulsion system in ice has been developed.  It produces results comparable with limited full scale observations. The primary variables which influence the level of ice forces, torques and moments on propellers are: (1) Angle of attack; (2) Maximum depth of cut; (3) Conpressive strength of ice; and (4) Pitch angle.  Blade bending moment at a given angle of attack varies linearly with ice compressive strength, immersed areas and moment arm.  Blade bending moment and blade turning torque are relatively low in the regions where the propeller is rotating to produce thrust in the direction motion at low ship speeds.  At other off-design conditions, the values of these moments increase markedly.  It is clear from these results, that most damage to ship's propulsion systems occur in these off-design conditions.  It appears feasible using this modelling system, to examine the effect of variation in blade number, blade area ratio, design pitch on propulsion system vulnerability.  The physical model produces results for regions of propeller operation not heretofore covered by the mathematical model.]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52070</guid>
    </item>
    <item>
      <title>STRENGTH CONSIDERATIONS IN CONTROLLABLE PITCH PROPELLER DESIGN</title>
      <link>https://trid.trb.org/View/48179</link>
      <description><![CDATA[Strength calculations for propellers are usually made using nominal static load values with fluctuations due to circumferential wake field variations superimposed.  The allowable load is then determined by applying experimentally obtained material properties (Smith/Goodman diagrams) on the computed stress pattern.  Approval of the final calculations by the Classification Societies is contingent upon the strengthening of certain components to ensure a higher survival rate in off-design conditions.  Poor engineering judgement in applying these heavy duty requirements can lead to constructions where strength levels at several critical points is badly harmonized.  This can lead to severe damage to the propeller,  shafting, gearbox or even the hull.  The paper presents an analysis of two such cases resulting from grounding incidents.  The requirements of Lloyd's Register, Germanischer Lloyd and Det norske Veritas for ice strengthening are compared with those of the Finnish- Swedish rules for the extreme ice class and shown to differ considerably.  The Finnish-Swedish rules show a substantial increase in thickness of the blades for the lower power range, whereas the Lloyd's register percentage method results in a superfluous blade thickness for the high powers.  A simplified analysis of the effects of underwater explosions on propeller and shafting is given and the paper concludes with examples of the calculation of stresses in complex shaped and loaded parts using modern numerical methods.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48179</guid>
    </item>
    <item>
      <title>STUDY OF PROPELLER BLADE STRESSES AND BEARING FORCES ON A HIGH-SPEED TWIN-SCREW CONTAINER SHIP (1ST REPORT: STATISTICAL STRESS)</title>
      <link>https://trid.trb.org/View/51888</link>
      <description><![CDATA[On the larger and higher-powered ships, wide-bladed propellers and multiple shafts have come into use to counter cavitation-erosion caused by increased propeller loads, and shaft alignment, including that in the tail-shaft bearings in the bossings, has become an important design consideration.  To evaluate the propeller bearing forces, the Ship Research Institute of Japan has developed a computer program using non-steady lifting-surface propeller theory.  Results from the program have shown good agreement with force measurements in model tests, but have not been verified on operating full-scale propellers.  It is hardly possible to measure the propeller bearing forces directly, but the computer program enables the forces to be checked by measuring the bending stresses on a full-scale propeller-blade.  In this 1st Report, the Authors present a statical stress analysis for a propeller blade in an 80,000-shp twin-screw container-ship, together with stress measurements obtained from a 1/4-scale propeller.  In a 2nd Report, these data will be compared with full-scale measurements of fluctuating blade-stresses.]]></description>
      <pubDate>Wed, 27 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51888</guid>
    </item>
    <item>
      <title>STATIC STRESS MEASUREMENTS ON A SERIES OF SKEWED PROPELLER BLADES WITH AND WITHOUT FORWARD RAKE</title>
      <link>https://trid.trb.org/View/62829</link>
      <description><![CDATA[Static strains were measured in a systematic series of five marine propeller blades.  The propeller blades have projected skew angle at the blade tip equal to zero, 36 degrees and 72 degrees without rake, and 36 and 72 degrees with sufficient forward rake to place the locus of the section midchord in the propeller plane.  This combination of skew and rake is called warp.  The primary experiments were conducted with the blades under uniform loading applied with air pressure using specially constructed chambers. Limited supplemental experiments were conducted using concentrated loads.  The experimental results under uniform loading were correlated with modified beam theory.  Both the experimental results and the modified beam theory indicate that for all the skewed and warped propeller blades evaluated, the largest value of the maximum principal stress is no greater than 1.20 times the maximum principal stress on the unskewed propeller.]]></description>
      <pubDate>Tue, 01 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62829</guid>
    </item>
    <item>
      <title>STRENGTH OF SCREW PROPELLERS</title>
      <link>https://trid.trb.org/View/29260</link>
      <description><![CDATA[The book is an attempt to systematize problems related to substantiation and development of practical methods for general strength calculation of ship propellers.  Two approaches are presented for determining the strength characteristics of screw propellers: the first is based on taking into consideration static loads on the propeller blade only, while the second takes into account variable (cyclic) forces acting on the screw propeller.]]></description>
      <pubDate>Tue, 18 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29260</guid>
    </item>
    <item>
      <title>EXPERIMENTAL METHODS IN SHIP STRUCTURAL EVALUATION</title>
      <link>https://trid.trb.org/View/28870</link>
      <description><![CDATA[Experimentation has always been at the core of technological development.  Even now, experiemntal evaluations are needed to validate ship structural design and performance and to lay the foundation for developing and verifying more reliable methods of structural performance prediction. Among the more recent advances in experimental methods are the development of models fabrictaed of plastics to determine stress distributions and deflections under simulated service loadings, and the application of holography for obtaining response characteristics for complex structural subsystems such as propeller blades.  The use of developmental testcraft has improved the technical and economic freasibility of ship structural calibration. The measurement of responses to applied loadings thus allows model and analytical methods to be more readily validated, and the vehicle itself may be employed as a more accurate load sensor.  In order to develop fatigue resistant structural details, new methods are being employed to experimentally evaluate large scale structural assemblies under cyclic loading.  Improved hardware and techniques are being devised to collect and to reduce experimental data more efficiently and reliably.]]></description>
      <pubDate>Wed, 05 Nov 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/28870</guid>
    </item>
    <item>
      <title>STEADY AND TIME-DEPENDENT PROPELLER BLADE LOADING AND STRESS ANALYSIS</title>
      <link>https://trid.trb.org/View/38112</link>
      <description><![CDATA[The unsteady lifting surface theory has been utilized in evaluating the blade loading distribution at all shaft frequencies and the corresponding hydrodynamic forces and moments at multiples of blade frequency (thrust, torque, bearing forces and bending moments) taking into account as realistically as possible the geometry of the propeller and the inflow field.  Stresses are determined by means of beam theory and the finite element technique, although the latter should be considered as a first attempt.]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38112</guid>
    </item>
    <item>
      <title>STRUCTURAL ANALYSIS OF PROPELLERS ROTATING UNDER WATER USING HOLOGRAPHY</title>
      <link>https://trid.trb.org/View/38110</link>
      <description><![CDATA[A structural analysis has been performed on a marine propeller blade model operating under water.  Holographic interferometry was used to measure the three-dimensional displacement components from which changes in the angle of attack, loads, and surface stresses were determined.]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38110</guid>
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