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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>PROPELLER DESIGN FOR FUEL ECONOMY</title>
      <link>https://trid.trb.org/View/164546</link>
      <description><![CDATA[In this paper, factors which may lead to the choice of nonoptimum propeller characteristics are reviewed, and typical power changes associated with small deviations from the optimum propeller are derived and discussed.  Order from NSFI as No. 22429.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/164546</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>THRUSTERS FOR MANEUVERABILITY</title>
      <link>https://trid.trb.org/View/166198</link>
      <description><![CDATA[This guide to the wide range of thruster systems available to enhance the manoeuvrability of all classes of ship is introduced by Dr. David Clarke (naval architecture department, British Ship Research Association) who describes the background to a project under way at BSRA which aims to identify what is meant by good manoeuvrability, with a view to establishing certain criteria by which comparison can be made between ships of different shapes and sizes.  The guide covers twin pinion thrusters, jet thrusters, transverse propellers, rudder propellers, Becker rudders and Voith-Schneider propellers.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166198</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>THE PROBLEMS OF THE SHIPBUILDER</title>
      <link>https://trid.trb.org/View/151895</link>
      <description><![CDATA[The Author, of Bremer Vulkan, discusses the requirements that the shipbuilder must consider when selecting a propeller for a new ship.  It is only after he has committed himself in the building contract that he is able to begin the more thorough theoretical studies and the model experiments, and it is of great importance that the tests should be carried out under the most realistic conditions attainable and that the results should be reliable. Examples are presented that demonstrate the need for reliable test results in model testing, under the headings: 1--Power/Revolutions Relationship of the Propeller. 2--Cavitation Characteristics of the Propeller. 3--Propeller-Created Pressure Fluctuation on the Hull.  The examples show the success that can be achieved with the full-scale ship through accurate simulation with a model. They also show that in certain areas, in particular the simulation of dynamic phenomena, there is a requirement for intensive research, together with feed-back of full-scale information.  Increasing stringency of regulations for the control of noise and vibration, and an increasing number of special ship-types with unusual hull-forms and operating requirements, will call for considerable investment in research and testing.  Order from BSRA as No. 53,395.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151895</guid>
    </item>
    <item>
      <title>MARINE PROPELLERS IN THE 1980S</title>
      <link>https://trid.trb.org/View/143014</link>
      <description><![CDATA[In this paper, a forecast is made of the most important factors which will influence propeller design and trends in marine propulsion in the next decade.  Among these must be the development of existing ship types, the impact of environmental considerations such as pollution, noise and vibration and the influence of fuel quality and quantity. In an effort to deal more easily with the problem, the bulk carrier container ship and naval vessel are considered separately and the likely development of propellers for these ships sets the pattern for the 80s.  Unfavourable propeller flow is the basis of many ship problems and reference is made to some of these.  The present common practice of operating ships at reduced speeds will continue on existing ships, and it is indicated that considerable economy can be achieved in such cases by a change of propeller.  Order from BSRA as No. 51,767.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143014</guid>
    </item>
    <item>
      <title>EFFECT OF PROPULSION DEVICES ON THE PROPULSIVE PERFORMANCE OF SUPERTANKERS. PART 2. COMPARISON AMONG DUCTED, TRIPLE AND CONTRAROTATING SCREW PROPELLERS</title>
      <link>https://trid.trb.org/View/147721</link>
      <description><![CDATA[The main results obtained from the model tests were: 1. The stern shape having "u" type of frameline has superior propulsive performance to "v" type in spite of disadvantage on resistance.  In comparing six propulsion systems, minimum power was achieved for the triple screw ship with inward-turning wing propellers.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147721</guid>
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    <item>
      <title>AFT END SHAPING TO LIMIT VIBRATION</title>
      <link>https://trid.trb.org/View/92230</link>
      <description><![CDATA[The design and operational experience over the last decade with nine selected ships are reviewed.  Technical particulars of the ships and general comments on levels of propeller excited vibration are given, and details of waterlines and sections, together with contours of "Taylor" wake through the propeller disc derived from model experiments are presented.  An empirical method of selecting propeller, diameter, rate of revolutions and main propulsion machinery for a given wake for minimum levels of cavitation vibration is described.  The assessment of vibration levels is discussed.]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92230</guid>
    </item>
    <item>
      <title>PROPELLERS FOR HIGH-PERFORMANCE CRAFT</title>
      <link>https://trid.trb.org/View/79753</link>
      <description><![CDATA[This paper presents a brief historical review of marine propeller development leading to modern design, selection, and matching methods for high-performance craft such as planing hulls, hydrofoils and surface effect ships. Subcavitating propeller theory is summarized, and some limitations are discussed with regard to high-speed applications.  An outline of supercavitating propeller theory is provided together with brief details of design procedures and the limitations of available data.  The special problems of application of supercavitating propellers to surface effect ships are discussed briefly. Topics include sidehull installations, matching for hump and cruise, need for partial submergence and controllable pitch, strength considerations, and model versus full-scale performance.  A review of recent progress in the application of supercavitating propellers to surface effect ships is presented, including comparisons of predicted full-scale blade pressures and stresses with actual full-scale measurements of speeds up to 80 knots.  Future trends and goals are discussed, including development of improved performance prediction methods, rational structural design procedures, and new types of installation configuration. Much of the new information contained in this paper arises out of work performed under contract for the U.S. Navy Surface Effect Ship Program Office (PMS304) by Bell Aerospace Textron.]]></description>
      <pubDate>Tue, 14 Nov 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79753</guid>
    </item>
    <item>
      <title>SELECTION CRITERIA FOR MEDIUM-SPEED DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/79066</link>
      <description><![CDATA[The paper is confined to modern medium-speed engines of eight well-known European manufacturers.  All the engines are trunk-piston four-stroke models with turbocharging and intercooling, and are capable of running on heavy oil of up to at least 1,500 sec.  Redwood No. 1.  Their speed lies in the 375 to 750 rpm range, and they can be grouped according to their cylinder bores thus: 350 to 450, 450 to 550, and 550 to 650 mm.  The cylinder-power (mcr) ranges of these groups are, respectively, 370-550, 625-885, and 920-1,325 kW; engine power (mcr) ranges from 2 to 25 MW, with some overlap between the groups.  The Author, of Blohm & Voss, discusses (without discriminating between makes of engine) the selection and layout of such engines for single- and twin-engine installations (it is not necessary to have more than two engines, except that four can be advantageous for some ferries).  The paper is arranged under the main headings: 1. Engines Available for selection.  2. Engine Characteristics (1--Number and arrangement of cylinders. 2--Design, and operational (loading) data.  3--Power. 4--Weight and dimension.  5--Cost.  6--Maintenance.  7--Fuel and lubricating oil.  8--Other characteristics).  3. Propulsion-System Layout (1--Determination of required propulsion power.  2--Number of engines.  3--Determination of total number of cylinders.  4--Propeller choice and arrangement.  5--gearing, couplings, and generator drive). Order from: BSRA as No. 48,862.]]></description>
      <pubDate>Wed, 27 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79066</guid>
    </item>
    <item>
      <title>INFLUENCE OF DEVELOPMENTS IN PROPELLERS ON CHOICE BETWEEN SINGLE AND TWIN SCREW CONFIGURATIONS</title>
      <link>https://trid.trb.org/View/70728</link>
      <description><![CDATA[The advantages and disadvantages of single- and twin-screw propellers are discussed, but it is concluded that a general rule for the choice between the two cannot be given.  It is stated that the adaptable pitch propeller seems to be a feasible solution for reduction of cavitation problems, and that highly skewed propellers are only suitable for certain types of ships. Order from: NSFI as No. 14454.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/70728</guid>
    </item>
    <item>
      <title>SHIP POWER PLANT SELECTION</title>
      <link>https://trid.trb.org/View/70406</link>
      <description><![CDATA[This Thesis discusses ship power selection under the following headings: (i) owner requirements, (ii) propeller selection, (iii) propeller/ship and propeller/prime mover matching, and (iv) economic and qualitative factors of the problem related to steam, Diesel and gas-turbine power plants.  The selection problems are analyzed and categorized and summary tables are given.  A literature survey was carried out to develop cost data for the initial and operating costs of steam, Diesel and gas-turbine power plants.  The cost data are grouped in appendices indexed for the elements in the cost summary table.  The results of the study indicated that superior or very poor plants could be identified early in the ship design iterative spiral.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/70406</guid>
    </item>
    <item>
      <title>THE SPEED OF THE S.S. UNITED STATES</title>
      <link>https://trid.trb.org/View/73021</link>
      <description><![CDATA[Following the maiden voyage of the passenger vessel SS United States in July 1952, on which she easily bettered by four knots the existing transatlantic speed records from Ambrose Light to Bishop Rock and return, the curiosity of the marine world was aroused to know the maximum speed capability of the phenomonal vessel.  William Francis Gibbs, the architect of the United States, had other ideas, however, and the top speed performance of the vessel, and the details as to how it was attained, remain today a well kept secret.  Since the ship is now retired from the United States Lines, and is no longer viewed as a potential naval auxiliary in case of an emergency, security has been lifted and such information can now be released.  This information, although historic, is to some degree timely nonetheless, since it represents a yardstick with which to measure the performance and potential of the large fast cellular-type containerships which are beginning to rival in size and approach in speed that attained in 1952 by the SS United States.]]></description>
      <pubDate>Wed, 14 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73021</guid>
    </item>
    <item>
      <title>DESIGN CONSIDERATIONS FOR PROPELLERS IN A CAVITATING ENVIRONMENT</title>
      <link>https://trid.trb.org/View/73022</link>
      <description><![CDATA[Cavitation adds a dimension to propeller operation that necessitates rational design practice to approach a good balance of craft requirements.  This paper discusses propeller characteristic format to reduce the computation time to make performance predictions and propeller selection for partially and fully cavitating conditions.  In addition, maximum propeller thrust and torque loading limits are defined for four different blade section shapes, including recommended design limits.]]></description>
      <pubDate>Wed, 14 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73022</guid>
    </item>
    <item>
      <title>SYSTEMS OF DIAGRAMS FOR PRESENTATION OF HYDRODYNAMIC CHARACTERISTICS OF CONTRA-ROTATING PROPELLERS</title>
      <link>https://trid.trb.org/View/56286</link>
      <description><![CDATA[Criteria for selection of optimum, dimensionless parameters characterizing tandem contra-rotating propellers are presented.  The most convenient optimum systems of diagrams for presentation of hydrodynamic characteristics are proposed together with methods of conversion between the systems.]]></description>
      <pubDate>Thu, 08 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56286</guid>
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