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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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    <item>
      <title>ENERGY EFFICIENT PROPULSORS FOR SWATH SHIPS</title>
      <link>https://trid.trb.org/View/479796</link>
      <description><![CDATA[This paper is concerned with the improvement in the propulsive efficiency of a SWATH ship.  Within this context, the paper first explores the possibility of reducing the propeller blade area ratio and hence improving the propeller efficiency by relaxing standard merchant ship cavitation criteria and new blade section design. Secondly, the possibility of a further efficiency gain is investigated by the application of a down-stream stator, with varying design parameters.  The design study with a conceptual SWATH ship indicates a theoretical efficiency gain of 10% by the combination of these possibilities.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479796</guid>
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    <item>
      <title>A NEW METHOD OF EFFECTIVE MEAN VELOCITY DETERMINATION IN MODEL PROPULSION TEST</title>
      <link>https://trid.trb.org/View/479799</link>
      <description><![CDATA[The effective mean velocity determination from numerical simulation according to the effective mean velocity definition in common use described.  The relationship between the effective mean velocity from calculations and from model tests is presented. This numerical simulation method is applied to determine the effective mean velocity according to a new proposed definition of the effective mean velocity.  The resulting mean values are independent of the averaging criterion used: the thrust identity, the torque identity or the lower power identity.  The relationship between the effective mean velocities from both definitions are given.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479799</guid>
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    <item>
      <title>BASIC PRINCIPLES OF PROPULSOR EFFICIENCY COMPARISONS</title>
      <link>https://trid.trb.org/View/480017</link>
      <description><![CDATA[Some specific features involved in propulsor efficiency comparisons and a method of propulsive efficiency evaluation suitable for different types of propulsors are proposed. Hydrodynamic characteristic data of a new type of propulsor, a ventilated waterjet unit, are presented.  The efficiency of different fast ship propulsors are compared.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480017</guid>
    </item>
    <item>
      <title>AN EXPERIMENTAL INVESTIGATION ON PROPELLER INFLOW COMPENSATIVE NOZZLE FOR CARGO SHIP</title>
      <link>https://trid.trb.org/View/480043</link>
      <description><![CDATA[The paper describes a propeller inflow compensative nozzle which can improve the inflow of the propeller and reduce the flow separation at the ship stern, thus increasing the ship's propulsive efficiency.  Model test and sea trial results of a 16000t cargo ship are given.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480043</guid>
    </item>
    <item>
      <title>NEW SOLUTIONS FOR IMPROVED GAS TURBINE EFFICIENCY</title>
      <link>https://trid.trb.org/View/480632</link>
      <description><![CDATA[The paper discusses the combination of gas turbines and steam turbines for propulsion of fast cargo ships and the many advantages it offers over competing, traditional technologies, including fuel economy, a more environmentally friendly profile and a space/weight advantage.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480632</guid>
    </item>
    <item>
      <title>THEORETICAL AND EXPERIMENTAL STUDY OF THE BENDING PROPULSION MECHANISM</title>
      <link>https://trid.trb.org/View/480703</link>
      <description><![CDATA[This paper is an introduction to a theoretical and experimental study of the bending propulsion mechanism which has been carried over the last five years.  First, two-dimensional and three-dimensional numerical methods were developed based on the discrete vortex method for a coupled system of a three joint bending propulsion mechanism and the fluid flow.  Experimental apparatus was also developed and the theoretical and experimental propulsive speeds were compared.  The most efficient motion of the three joint model was obtained numerically by solving the optimum problem of motion parameters.  A numerical method was developed for the two joint bending propulsion mechanism composed of a streamlined main body part and a rectangular caudal fin, which will be a more efficient bending propulsion mechanism.  An experimental prototype was developed and the propulsive efficiency was numerically and experimentally investigated.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480703</guid>
    </item>
    <item>
      <title>DESIGN AND COMMISSIONING OF A COMPUTER CONTROLLED DYNAMOMETER FOR TESTING OSCILLATING HYDROFOILS</title>
      <link>https://trid.trb.org/View/480704</link>
      <description><![CDATA[High propulsive efficiency can be realised from oscillating propellers.  Information on these propulsors can be obtained by studying cetacean mammals and fast swimming fish which propel themselves through oscillations of a high aspect ratio lunate fin or flukes.  The development of a dynamometer for studying the propulsive characteristics of oscillating propellers is outlined.  The performance of the dynamometer and its control system in a series of preliminary tests is outlined.]]></description>
      <pubDate>Thu, 27 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/480704</guid>
    </item>
    <item>
      <title>BENEFITS OF DIPPED VERTICAL ALIGNMENTS FOR RAIL TRANSIT ROUTES</title>
      <link>https://trid.trb.org/View/469193</link>
      <description><![CDATA[Dipped track profiles between rail transit stations can substantially reduce propulsive energy, braking energy, and travel times.  This paper quantifies the potential benefits for situations reflected in various values for dips, speed and acceleration limits, station spacings, and available power.  The authors developed a deterministic simulation model to precisely estimate train motions and performance using basic equations for kinematics, resistance, power, and braking.  For a 1 percent dip in which gradients never exceed 4 percent, the authors' results show savings exceeding 9 percent for propulsive energy, 15 percent for braking energy, and 5 percent for travel time between stations.]]></description>
      <pubDate>Thu, 02 Jan 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469193</guid>
    </item>
    <item>
      <title>SHIP'S TEAM LEADS WAY</title>
      <link>https://trid.trb.org/View/456195</link>
      <description><![CDATA[In 1992 a re-engining project was carried out on the Canadian Coastguard's largest icebreaker LOUIS S ST LAURENT in which the original turbo-electric DC drives were replaced by a five-engine, diesel/AC-DC system.  Following the refit, the vessel's performance was considerably enhanced, however ice trials data revealed that the propulsion system had further unused capability as well as several interface problems between the new drives and the original control consoles.  The article describes how to meet its operational demands, a non-disruptive solution was found that used the minimum amount of component changes.]]></description>
      <pubDate>Wed, 27 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/456195</guid>
    </item>
    <item>
      <title>EFFICIENCY AND POWER DENSITY IMPROVEMENTS IN ELECTRIC PROPULSION SYSTEMS</title>
      <link>https://trid.trb.org/View/456431</link>
      <description><![CDATA[This paper discusses the results from various studies and initiatives in the Canadian Department of National Defence towards achieving more efficient electric propulsion system designs with higher power density.]]></description>
      <pubDate>Wed, 27 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/456431</guid>
    </item>
    <item>
      <title>WATERJET VERSUS PROPELLER ENGINE MATCHING CHARACTERISTICS</title>
      <link>https://trid.trb.org/View/455363</link>
      <description><![CDATA[This paper outlines the major differences between waterjets and fixed-pitch propellers in the way they absorb engine power.  Some of these differences are subtle and far reaching, and have only recently come to light.  They have consequences for the operator, the engine selection and the engine settings.]]></description>
      <pubDate>Mon, 04 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455363</guid>
    </item>
    <item>
      <title>OPERATIONAL EXPERIENCE WITH MULTIPLE WATERJET INSTALLATIONS</title>
      <link>https://trid.trb.org/View/455758</link>
      <description><![CDATA[The number of waterjet propelled vessels entering service around the world has increased dramatically over the past few years, largely in response to and also in parallel with, the demand for higher vessel operating speeds.  The relative merits of waterjets are now well known and utilised but the object of this paper is to look at the application and operation of multiple jet configurations.  Reference is made to quadruple jet catamarans and triple jet monohulls in particular, as opposed to more conventional twin or single jet vessels.  As well as a discussion on the application and optimisation of multiple waterjets, case studies on hypothetical craft are used to make approximate comparisons between different configurations. Long term operational experiences with a quad-jet catamaran are also discussed.  This vessel exemplifies the many advantages available to a commercial ferry operation.]]></description>
      <pubDate>Mon, 04 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455758</guid>
    </item>
    <item>
      <title>SEA BEAVER: DESIGN, CONSTRUCTION, AND PERFORMANCE OF A HUMAN-POWERED SUBMERSIBLE</title>
      <link>https://trid.trb.org/View/455911</link>
      <description><![CDATA[The paper reports on the history of an entry in the 2nd International Human-Powered Submarine Race.  The design of this entry was an evolution of a design (named ICARUS) from the first competition held in 1989.  Anticipating an increase in competitive entries, the new entry, SEA BEAVER, was designed to be more reliable and faster than ICARUS.  SEA BEAVER was designed with a maximum diameter four inches smaller than ICARUS.  This change in cross section forced a change from a rotary to linear pedalling mechanism.  The linear pedal motion was transferred to the drive shaft through an innovative arrangement of pulleys and one-way hub bearings.  This arrangement allowed the pedals to remain independent from one another, opening up the possibility to experiment with different pedalling cadences.  The propeller was designed for efficiency and to minimize the possibility of entanglement with lines along the course.  The steering system was arranged to take up the least volume inside the hull as possible.  In addition to taking advantage of experience gained in the design of ICARUS, the design team also made significant advances in construction techniques.  The hull, propellers, and nose cones were all fabricated from moulds built by team members.  Compared with the ICARUS construction history, SEA BEAVER was completed in less time, at less cost, with more spare parts available during the competition.]]></description>
      <pubDate>Mon, 04 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/455911</guid>
    </item>
    <item>
      <title>THE EFFECT OF LONGITUDINAL POSITION OF THE PROPELLER ON THE PROPULSIVE EFFICIENCY OF SINGLE-SCREW SHIPS</title>
      <link>https://trid.trb.org/View/432758</link>
      <description><![CDATA[In this paper, the effect of the longitudinal position of propeller on the propulsive efficiency of single-screw ships is presented.  Self-propulsion tests of three ship models were carried out for different longitudinal positions of the propeller.  The longitudinal position of the the propeller has some effect on the propulsive efficiency, and in general it is favourable to arrange the propeller closer to the rudder.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/432758</guid>
    </item>
    <item>
      <title>ENERGY SAVING DEVICE: AP-FIN (APERTURE FIN)</title>
      <link>https://trid.trb.org/View/433315</link>
      <description><![CDATA[The energy-saving device named the AP-Fin (Aperture Fin) has been developed to improve propulsive performance by reducing the rotational energy loss behind the propeller, without impairing the effect of the optimised stern and propeller. The AP-Fin is a simple curved plate fitted to the upper part of the propeller aperture and its features are easy design and construction, low cost and wide applicability. Series model tests systematically varying skew and length of the AP-Fin were performed to study the effects on resistance, interaction, flow field and rudder force. As a result of these experiments, the power-saving effect of the AP-Fin has been confirmed to be about 4% in full load condition and approximately 2% in ballast condition for VLCC. The semicontainer ship, the first full-scale vessel adopting the AP-Fin, will be in service before the end of 1988.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/433315</guid>
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