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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>Fundamental Research on the Maneuverability of the Underwater Vehicle Having Thrust Vectoring System</title>
      <link>https://trid.trb.org/View/1538438</link>
      <description><![CDATA[This report aims to present maneuverability of an underwater vehicle with a thrust vectoring system. So far, the thrust vectoring system has been applied in the products of Bluefin Robotics, and its equipment makes possible to eliminate the protrude control fins. It is also capable of contributing the better maintenance and handling in actual operation. In this paper, at first, captive model tests and free running model tests in towing tank are extensively conducted for the model having thrust vectoring system, and then used mathematical model of the thrust vectoring inspired by the azimuthing propeller model of the surface ships is correlated. As a result, the tank test results show that although the thrust vectoring system in this research generates larger rudder forces at lower speed range, there exists the directional instability due to the low slenderness and the elimination of the aft control surface. In addition, the numerical consideration using an optimal control theory shows that the additional aft fins on the shroud of thrust vectoring system well contribute directional stability and controllability over a wide speed range.]]></description>
      <pubDate>Thu, 11 Oct 2018 11:28:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1538438</guid>
    </item>
    <item>
      <title>A study on the thrust vector control using a bypass flow passage</title>
      <link>https://trid.trb.org/View/1357307</link>
      <description><![CDATA[Bypass actuators are both indispensable and critical components for thrust vector control of supersonic vehicles. Detailed flow features concerned with bypass flow play a key role in thrust vectoring systems. An analytical model was created in supersonic nozzle with bypass flow passage. Meanwhile, a computational fluid dynamics-based study was conducted for studying this phenomenon. To validate the analytical and numerical models, comparisons with experimental result were performed. Good agreement was observed in overall region. Analytical and numerical pressure distributions under different injection positions were compared. The distance between separation point and injection position becomes smaller as the secondary injection position moves upstream. This is because of the reducing of bypass flow rate. The effects of expanded ratio and mass flow rate were adequately researched and tested. Significant variation of system thrust ratio and specific impulse takes place in the over-expanded conditions. It is indicated that the secondary flow produces great effects for over-expanded conditions. The separation point of boundary layer moves upstream as bypass flow rate increases. System thrust ratio and specific impulse will reduce if bypass flow rate increases.]]></description>
      <pubDate>Mon, 29 Jun 2015 09:13:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1357307</guid>
    </item>
    <item>
      <title>Improvement in Vehicle Agility and Stability by G-Vectoring Control</title>
      <link>https://trid.trb.org/View/1086174</link>
      <description><![CDATA[The authors extracted a trade-off strategy between longitudinal traction/braking force and cornering force by using jerk information through observing an expert driver's voluntary braking and turning action. Using the expert driver's strategy, the authors developed a new control concept, called 'G-Vectoring control', which is an automatic longitudinal acceleration control (No DYC) in accordance with the vehicle's lateral jerk caused by the driver's steering manoeuvres. With the control, the direction of synthetic acceleration (G) changes seamlessly (i.e. vectoring). The improvements in vehicle agility and stability were evaluated by theoretical analysis and through computer simulation. The authors then introduced a 'G-Vectoring' equipped test vehicle realised by brake-by-wire technology and executed a detailed examination on a test track. The authors have confirmed that the vehicle motion in view of both handling and ride quality has improved dramatically.]]></description>
      <pubDate>Fri, 14 Jan 2011 10:20:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086174</guid>
    </item>
    <item>
      <title>ANALYSIS OF JET-CROSSFLOW INTERACTIONS WITH APPLICATION TO SHIP BOW THRUSTERS</title>
      <link>https://trid.trb.org/View/155600</link>
      <description><![CDATA[An analytical model of a jet injected normally from a flat plate into a uniform crossing flow was formulated to provide a simplified method of predicting the interference effects arising from the complex flow fields induced by ship bow thrusters. This model was an extension of previous work based upon a description of the jet as a series of distributed vortices. The analysis takes into account the position of the effective source of the jet and the blockage due to the presence of the jet in the crossflow. For representative jet-to-crossflow velocity ratios, the flow field and pressure distributions were calculated utilizing different combinations of effective source position and blockage. The accuracy of the model was evaluated by comparison with the available experimental data. Although good agreement was achieved for large portions of the interaction field, several regions were identified requiring further analytical description. (Author)]]></description>
      <pubDate>Mon, 16 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155600</guid>
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    <item>
      <title>NEW CONCEPTS IN SHIP DIRECTIONAL CONTROL</title>
      <link>https://trid.trb.org/View/144898</link>
      <description><![CDATA[A new propulsion system for ships has been discussed in Sheets (1978).  This propulsion system provides a source of pressurized water between the pump and the turbine of the hydraulic transmission turbine.  The water jet leaving the transmission turbine can be vectored by means of discharge vanes so that it is possible to greatly improve the directional controllability of ships.  Several configurations are possible for the proposed control system, but at this time, only a single configuration is presented. The thrust force of the jet leaving the hydraulic transmission can be adjusted and modulated to meet requirements.  For maximum ship control, the quantity of flow and power into the transmission can be increased compared to power transmitted to the propeller.  This new control system should make it possible to reduce the size or eliminate ship control surfaces entirely, resulting in a small reduction of total drag and increase of ship speed.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144898</guid>
    </item>
    <item>
      <title>OPTIMAL GUIDANCE AND CONTROL FOR INVESTIGATING AIRCRAFT NOISE-IMPACT REDUCTION</title>
      <link>https://trid.trb.org/View/75535</link>
      <description><![CDATA[A methodology for investigating the reduction of community noise impact is reported. This report is concerned with the development of two models to provide data: a guidance generator and an aircraft control generator suitable for various current and advanced types of aircraft. The guidance generator produces the commanded path information from inputs chosen by an operator from a graphic scope display of a land-use map of the terminal area. The guidance generator also produces smoothing at the junctions of straight-line paths.The aircraft control generator determines the optimal set of the available controls such that the aircraft will follow the commanded path. The solutions for the control functions are given and shown to be dependent on the class of aircraft to be considered, that is, whether the thrust vector is rotatable and whether the thrust vector affects the aerodynamic forces. For the class of aircraft possessing a rotatable thrust vector, the solution is redundant; this redundancy is removed by the additional condition that the noise inpact be minimized. Information from both the guidance generator and the aircraft control generator is used by the footprint program to construct the noise footprint.]]></description>
      <pubDate>Wed, 31 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75535</guid>
    </item>
    <item>
      <title>SUPERSONIC TRANSPORT</title>
      <link>https://trid.trb.org/View/77984</link>
      <description><![CDATA[An aircraft of supersonic transport configuration is described, featuring thrust vectoring in conjunction with wing apex segments used as canard surfaces during takeoff, landing, and low-speed flight. The angle of incidence of the wing apex segments, when the segments were functioning as canard surfaces, was variable with respect to the aircraft angle of attack. The wing apex segments furthermore formed a portion of the main wing panel swept leading edge when not functioning as canard surfaces. The combination of thrust vectoring and deployable wing apex segments resulted in increased aircraft range and improved low speed longitudinal stability while providing acceptable takeoff length capabilities.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77984</guid>
    </item>
    <item>
      <title>V/STOL AIRCRAFT NOISE PREDICTION (JET PROPULSORS)</title>
      <link>https://trid.trb.org/View/62366</link>
      <description><![CDATA[A computer program is presented for predicting the noise levels of V/STOL aircraft with jet-propulsive-lift systems. Using the equations developed in Part I of this report the noise levels may also be estimated with hand calculations. Vectored thrust, externally blown flap, upper surface blown flap, internally blown flap, and augmentor wing are the propulsive-lift concepts considered. Semi-empirical equations are derived using the test results and theories for the following aircraft noise sources: Internal engine, jet, excess (core engine), high-lift system, airframe, and auxiliary power unit. The computer program predicts the perceived noise levels and tone corrected perceived noise levels for V/STOL aircraft at any specified sideline distance for known geometrical and operational parameters. This report supersedes the earlier report No. FAA-RD-73-145, August 1973. (Author)]]></description>
      <pubDate>Thu, 17 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62366</guid>
    </item>
    <item>
      <title>THRUSTER/HULL INTERACTION</title>
      <link>https://trid.trb.org/View/48135</link>
      <description><![CDATA[In general when thrusters are used in the dynamic positioning mode, the net force and moment acting on the hull are not simply the vectorial sum of the thruster forces and applied moments as though they acted in isolation. Significant interactions occur between the thruster and the hull.  A method for quantifying these interactions is given followed by discussion of the interaction observed in the two cases of zero current and current present.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48135</guid>
    </item>
    <item>
      <title>THE MOD-TUG-A NEW CONCEPT IN SHIPHANDLING TUGS</title>
      <link>https://trid.trb.org/View/48473</link>
      <description><![CDATA[The Mod-Tug, developed by Marine Martin Co. Ltd and David J. Seymour, can deliver a consistently high thrust in any desired horizontal direction without changing its hull orientation.  One version is a steel- hulled tug having twin omni-directional thruster units incorporating Kaplan propellers in nozzles.  Each propeller is independently powered by an inboard Diesel engine and can deliver full thrust through 260 deg.  orientation.  The Mod-Tug has been designed as a harbour tug to perform shiphandling, push-tow, pull-tow, fire-fighting, and salvage duties.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48473</guid>
    </item>
    <item>
      <title>PROPELLER RUDDERS FOR LARGE TANKERS</title>
      <link>https://trid.trb.org/View/52251</link>
      <description><![CDATA[The article briefly reviews the development of ship manoeuvring aids to overcome difficulties arising from the action of propeller forces on conventional rudders, specific reference being made to studies with the Pleuger active rudder.  It is submitted that this is not available in large enough sizes to benefit the modern tanker.  A description is given of a propeller-rudder combination suitable for a tanker of 280,000 tons dead-weight.  Some guidelines are given for the design of the propeller transmission system to minimize torsional and bending stresses in the drive shafts. A distinction is made between "passive" and "active" yawing moments and some data is presented showing their variation with ship speed.  The article concludes with some discussion of the application of electroslag welding to the manufacture of hollow axles for right-angle drives.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52251</guid>
    </item>
    <item>
      <title>EVALUATION OF SIDE THRUSTER PERFORMANCE</title>
      <link>https://trid.trb.org/View/27011</link>
      <description><![CDATA[Data on thrust, size and prime mover power for side thrusters are difficult to evaluate directly for different makes.  Tests with side thrusters on ships constitute a valuable basis for estimating obtainable thrust.  The tests are difficult to carry through with sufficient accuracy. Further testing on board should be done with different side thruster makes.  Values from full scale tests with KaMeWa controllable pitch side thrusters show acceptable conformity with corresponding pamphlet values.  The effectiveness ratio has been calculated, based on pamphlet data from eight makers of controllable pitch side thrusters with Kaplan-shaped blades.  For a number of the side thrusters investigated, too favourable a performance has been stated in the pamphlets.]]></description>
      <pubDate>Thu, 19 Dec 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/27011</guid>
    </item>
    <item>
      <title>THE WAKE STEERING NOZZLE: A NEW METHOD OF STEERING SUBMERSIBLES</title>
      <link>https://trid.trb.org/View/16977</link>
      <description><![CDATA[A new method of steering submersibles is investigated. This method utilizes a conventional shrouded or nozzled propeller. Control ports are placed on the nozzle aft of the propeller plane connecting the inner and outer nozzle surface. Opening a control port causes the wake to deflect producing a steering force. The concept is demonstrated to be feasible over a range of propeller - nozzle combinations and operating conditions. (Author)]]></description>
      <pubDate>Mon, 22 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/16977</guid>
    </item>
    <item>
      <title>IHI GROUP-DEVELOPED 'DUCKPELLER' WIDELY USED FOR HARBOR TUGBOATS</title>
      <link>https://trid.trb.org/View/19363</link>
      <description><![CDATA[A new type of propulsion equipment with large capacity and high performance has been devloped for use in harbor tug boats.  This equipment features a nozzle-propeller driven by the vertical shaft and bevel gears which can turn 360 degrees.  This means that the vessel can make full thrust in any desired direction with maximum propulsive efficiency and obtain excellent maneuverability.  Some features of this system include: the 360 degree steering unit, thereby eliminating the rudder; the capability to deliver the maximum thrust per horsepower; ease of installation; and remote control by a single lever type remote control unit. Other features and specifications of the system are also listed in the article.]]></description>
      <pubDate>Mon, 15 Jul 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19363</guid>
    </item>
    <item>
      <title>DYNAMIC POSITIONING OF DEEP DRILLING VESSELS</title>
      <link>https://trid.trb.org/View/12581</link>
      <description><![CDATA[Dynamic positioning is the technique of maintaining a vessel's position and heading by the use of thrust alone. The thrust must be varied to counter the disturbing forces of wind, waves, and current which constantly act on the ship.  The basic problem of dynamic positioning, therefore, is to determine the manner in which to vary the thrust. The article describes the principles of dynamic positioning with emphasis on deep drilling applications.]]></description>
      <pubDate>Thu, 18 Oct 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12581</guid>
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