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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 WAKE ROLLUP MODEL FOR HEAVILY LOADED MARINE PROPELLERS</title>
      <link>https://trid.trb.org/View/480699</link>
      <description><![CDATA[Hydrodynamic modelling of the wake geometry of a propeller is one of the most important problems in propeller theory.  A variety of wake models have been proposed in the literature.  In this study, the flow field around the propeller has been represented by an unknown potential employing a surface panel method, known as the Morino method.  The proper wake shape is found by a method which is developed specifically for heavily loaded marine propellers.  The method makes use of the streamlines of the propeller due to the fact that wake surface has to be a stream surface.  Therefore contraction and rollup occur along the downstream direction in a natural way without the necessity of an ad hoc correction factor.  It is shown that the numerical results for rectangular wings are in good agreement with theoretical results in a wide range of angles of attack and also the open water characteristics of the propeller calculated by the method are in good agreement with experimental data.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480699</guid>
    </item>
    <item>
      <title>TANDEM PROPELLERS FOR HIGH POWERED SHIPS</title>
      <link>https://trid.trb.org/View/455170</link>
      <description><![CDATA[The Shanghai Ship and Shipping Research Institute, SSSRI, China, has been engaged for several years in a programme to investigate the performance of tandem propellers, and demonstrate their range of application to ships.  A simplified practical design approach has been produced which, together with experiments, has been helpful in assessing the importance of some of the dual parameters, such as axial angular relative positioning.  Two model tandem propeller open water design charts have been produced in the form of the familiar square root Bp versus delta diagrams.  Numerous experiments have been conducted on models of small vessels such as tugs and coasters operating in difficult conditions, and an extensive study was conducted for a very high-powered Arctic ice-breaking LNG carrier, looking into all aspects of performance.  Trial results on the smaller vessels fitted with tandem propellers have confirmed that the propulsive power, bollard pull and vibration levels were better than those of the conventional propellers they replaced.  The design approach has been validated by the numerous model tests and it has been verified that tandem propellers offer a practical and effective means of propelling high-powered vessels, such as ice-breaking LNG carriers, operating in difficult conditions.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455170</guid>
    </item>
    <item>
      <title>SISTEMAR MAKES FURTHER THEORETICAL DEVELOPMENTS</title>
      <link>https://trid.trb.org/View/455116</link>
      <description><![CDATA[This article discusses the generalization of the new momentum theory in the design of contra-rotating, tandem conventional and CLT propellers.]]></description>
      <pubDate>Wed, 28 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455116</guid>
    </item>
    <item>
      <title>THE METHOD FOR PREDICTING THE PERFORMANCE OF PROPELLER-RUDDER SYSTEM WITH RUDDER ANGLE AND ITS APPLICATION TO THE RUDDER DESIGN</title>
      <link>https://trid.trb.org/View/444783</link>
      <description><![CDATA[In this paper the performance of the system of a propeller and a rudder with rudder angle behind a ship is treated hydrodynamically from the propulsion and manoeuvring viewpoint.  The propeller and the rudder behind a ship are regarded as a unit to generate the thrust and the lateral force, which is named PRS (Propeller-Rudder- System).  In order to calculate the performance characteristics of PRS, for simplicity, the simplified propeller theory is applied to calculate the forces acting on the propeller, assuming an infinitely bladed propeller.  The panel method in the lifting body theory is adopted to calculate the forces acting on the rudder, taking into account the friction force obtained by two dimensional boundary layer calculation.  The mutual interaction is taken into consideration by superposing the induced velocity by the other on the inflow.  The contraction by the simple method is introduced for the free steam of the propeller as the inflow into the rudder.  When a PRS is set in uniform flow, the performance characteristics of the PRS is calculated.  The calculated results of the thrust and the lateral force acting on PRS show good agreement with the experimental results. The assessment of the performance characteristics of PRS is also discussed.  Finally the proposed method to calculate the performance characteristics of PRS is applied to design rudders.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/444783</guid>
    </item>
    <item>
      <title>NUMERICAL AND EXPERIMENTAL ANALYSIS OF PROPELLER WAKE BY USING A SURFACE PANEL METHOD AND A 3-COMPONENT LDV</title>
      <link>https://trid.trb.org/View/439593</link>
      <description><![CDATA[Hydrodynamic modelling of the trailing vortex wake of a propeller is one of the most important factors in developing a propeller theory.  A variety of trailing vortex wake models have been proposed, however, details of geometrical features have not been known clearly.  In this paper flow fields around propeller are precisely measured in a cavitation tunnel using a 3-component Laser Doppler Velocimeter (LDV).  Based on the experimental finding that the pitch of the tip vortices are smaller than that of the inboard trailing vortex sheets, the surface panel method with a deformed wake model of the trailing vortices is proposed. Then, the pressure distributions on the blade and the flow fields around the propeller were calculated by the present surface panel method.  A better agreement of pressure distributions near the hub is observed when the hub effect is considered in the calculations.  It is shown that the calculated flow fields around the propeller are in good agreement with the measured ones. Open-water characteristics of propeller calculated by the present method are also in good agreement with experimental data.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/439593</guid>
    </item>
    <item>
      <title>SOME BRIEF INFORMATION ON PROPELLERS FOR USE BY SHIPS' STAFF</title>
      <link>https://trid.trb.org/View/449324</link>
      <description><![CDATA[While the ship's engineer has full control of the main propulsion engine by means of the instrumentation installed onboard and the documentation provided by manufacturers, essential information concerning conditions prevailing at the propeller is not accessible to him.  In man instances ship's crew know nothing but the propeller pitch.  This article summarises a guide which is available to crews providing propeller information which was previously unavailable.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/449324</guid>
    </item>
    <item>
      <title>CONTRAROTATING PROPELLERS--DESIGN THEORY AND APPLICATION</title>
      <link>https://trid.trb.org/View/402536</link>
      <description><![CDATA[Recent developments in design theory for contrarotating propellers are reviewed. The presentation includes: (1) a solution for the optimum circulation distribution; (2) prediction of slipstream contraction; (3) methods for computing the interactions between the forward and aft propellers; (4) numerical prediction of efficiency as a function of thrust loading, advance coefficient, and comparisons between single and contrarotating propellers; and (5) calculations for the forces and flow field velocities of a contrarotating propeller for uniform flow.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402536</guid>
    </item>
    <item>
      <title>OBSERVATION OF CAVITATION AND PRESSURE CHANGE MEASUREMENTS ON BOARD SHIPS AND IN MODEL EXPERIMENTS, FINAL REPORT, PART A: LARGE SCALE MEASUREMENTS.</title>
      <link>https://trid.trb.org/View/393515</link>
      <description><![CDATA[For evaluating a propeller design, knowledge of correlation factors concerning cavitation and propeller-excited pressure fluctuations is necessary. A purely theoretical treatment of this problem area is not feasible at the present time. In the current report, the method of performing cavitation tests is checked by full scale measurements aboard four ships. These investigations form a basis for model tests and theoretical prediction methods.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/393515</guid>
    </item>
    <item>
      <title>PRACTICAL APPROACH TO UNSTEADY PROBLEMS OF MARINE PROPELLERS BY QUASI-STEADY METHOD OF CALCULATION</title>
      <link>https://trid.trb.org/View/393759</link>
      <description><![CDATA[The objectives of this study were to develop a practical method of approach to unsteady problems of marine propellers and to investigate the range of applicability of this method to various problems. The following major conclusions were drawn: applicability of the conventional quasi-steady method can be greatly extended by incorporating the effect of breadth of blade relative to breadth of wake peak; by this extended quasi-steady method, thrust and torque of a single blade, and accordingly blade stress, in a circumferentially varying wake can be estimated with practicable accuracy; and application of the quasi-steady method to cavitation problems is limited to the case of lower frequency and smaller amplitude of variation in the operating conditions of the propeller, such as propeller cavitation in oblique flow and in weak, nonuniform flow.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/393759</guid>
    </item>
    <item>
      <title>PARAMETER VARIATION AS AN OPTIMIZATION TOOL OF DUCT-PROPELLER UNITS</title>
      <link>https://trid.trb.org/View/402201</link>
      <description><![CDATA[The author presents a method for optimizing the thrust-loading coefficient of a propeller duct. The axial location of the propeller with respect to the duct and the pressure distribution on the inner surface of the duct are the crucial independent variables considered in this approach. After some simplifying assumptions, the thrust- loading coefficient and duct geometry are calculated by linear inverse theory.  Calculations indicate that the thrust-loading coefficient of a duct can be increased by appropriate changes in the duct-propeller configuration.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402201</guid>
    </item>
    <item>
      <title>PARTIALLY CAVITATING CASCADE THEORIES AND THEIR APPLICATION TO CAVITATING PROPELLER FLOWS</title>
      <link>https://trid.trb.org/View/150667</link>
      <description><![CDATA[In addition to the previously developed partially cavitating cascade theory, two new flow models were constructed in search of a better flow model for determining accurate force coefficients. Effort has been made for obtaining (1) physically acceptable flows, particularly the location of cavity boundary and (2) smooth matching of the flow characteristics between the partially cavitating and supercavitating flow regimes. Based on the numerical results made with these flow models for practical blade profiles taken after a supercavitating propeller it was found that no single flow model developed above could handle the complete set of cascade geometries and incidence angles. One theory was supplemental to the other and no definite guideline was discovered for selection of an appropriate flow model for a specified flow condition to be solved except for a few weak evidences. The data calculated with one of the above theories were used in the high speed propeller theory for predicting the performance of a supercavitating propeller operating at the partially cavitating regime. The results showed a slight improvement over the previous ones, indicating a good possibility of increasing the prediction capability of the propeller theory for the partial cavitating flow regime. In doing this, a more accurate theory will have to be developed. Before making further effort on developing such a theory, many unknown aspects regarding the boundary condition of the partially cavitating cascade flow should be clarified. A systematic experimental study for such flow is now in order and strongly recommended. (Author)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150667</guid>
    </item>
    <item>
      <title>DUCTED PROPELLERS--COMPUTER PROGRAM</title>
      <link>https://trid.trb.org/View/148988</link>
      <description><![CDATA[In preparing the computer program, attention is paid to developing a program which offers the experienced designer a series of possible choices with input based on experience or new developments in propeller design theory.  However, the program is also fit for routine calculations, e.g. with standard duct profiles etc.  The program is prepared for calculation of propellers with the following types of profile: NACA 16, a=0,8 NACA 35-thickness distribution, T roost B-series and AU-series.  Order from NSFI as No. 19031.]]></description>
      <pubDate>Tue, 22 Apr 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148988</guid>
    </item>
    <item>
      <title>A MODEL OF AN AXISYMMETRICAL DUCTED PROPELLER WITH ZERO TIP CLEARANCE</title>
      <link>https://trid.trb.org/View/144256</link>
      <description><![CDATA[This paper is concerned with the case of a propeller working inside a symmetrical duct of finite length, zero thickness, zero camber and zero tip clearance.  The propeller is modeled by the well-known Lerbs lifting-line theory while its radial circulation distribution is represented by a double Fourier series which allows for a nonzero circulation to occur at the blade tip.  At the same time the duct circulation is considered to vary axially and circumferentially, which results in a system of longitudinal vortex filaments shed from each point on the duct surface. A comparison is made between the present method and the more sophisticated Tachmindji potential theory and the agreement is very good.  Comparision is also made between the ducted and free-running (open) propeller.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144256</guid>
    </item>
    <item>
      <title>OFF DESIGN PERFORMANCE ANALYSIS OF DUCTED PROPELLERS</title>
      <link>https://trid.trb.org/View/141870</link>
      <description><![CDATA[The paper presents an outline of a new theoretical method for the calculation of the off-design performance characteristics of ducted propellers.  The model for duct performance calculation is an advanced non-linear model based on surface vorticity distribution techniques.  The propeller model is a combination of principles postulated by momentum, blade element and lifting line with lifting surface corrections theories of propeller action.  Results of the application of the theory to the prediction of the performance analysis of a ducted propeller at two different coefficient of advance values are presented.  The results are compared with other theoretical and open water and tunnel experimental results for the propeller considered and the agreement found validates the concepts of the theory developed.]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141870</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>
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