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    <title>Transport Research International Documentation (TRID)</title>
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    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>PROGRAM ANALYSIS OF A STEAM SYSTEM WITH TURBO-GENERATOR USING EXHAUST GAS ENERGY, EXTENDED VERSION IN SI-UNITS</title>
      <link>https://trid.trb.org/View/163644</link>
      <description><![CDATA[The computer program described in this report calculates the necessary construction parameters such as heat exchanger area, flow, temperature, pressure, efficiency, electrical production capacity, etc. based on the main engine specification and steam system data.  In addition comparative cost figures are calculated.  Examples are presented.  Order from NSFI as No. 22184.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163644</guid>
    </item>
    <item>
      <title>OPERATION OF A 2000 GALLON PER DAY REVERSE OSMOSIS DESALINATION SYSTEM ABOARD MONOB (YAG-61)</title>
      <link>https://trid.trb.org/View/150566</link>
      <description><![CDATA[A seawater reverse osmosis desalination plant rated for 2000 gallons per day output was installed and operated aboard the MONOB (YAG-61) for shipboard evaluation. The reverse osmosis plant produced 2200 to 3200 gallons per day of potable water when operated between pressures of 650 and 800 pounds per square inch gage, respectively. The diatomaceous earth prefilter performed reliably providing sufficiently high quality seawater filtrate to the reverse osmosis module. The overall reverse osmosis plant data after 480 operating hours showed no evidence of performance decline due to particulate fouling or calcium carbonate scaling. The reverse osmosis desalination plant power requirements aboard MONOB varied between 4.98 and 6.77 watt-hour per pound of freshwater produced. The fuel heat input requirements for a reverse osmosis plant were calculated to be 56 British thermal units per pound of freshwater for a ship that utilizes diesel electric generators, 91 British thermal units per pound for a ship that utilizes steam turbine generators, and 95.9 British thermal units per pound for a vessel that utilizes gas turbine generators. Procurement of a 12,000 gallon per day desalination plant is recommended along with a continuing technical effort on filtration and high-pressure pumps to achieve specific advanced performance goals. (Author)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150566</guid>
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      <title>DESTROYER ENGINEERED OPERATING CYCLE (DDEOC) SYSTEM MAINTENANCE ANALYSIS, DDG-37 CLASS SHIPS SERVICE TURBINE GENERATOR SMA 37-203-311: REVIEW OF EXPERIENCE</title>
      <link>https://trid.trb.org/View/77872</link>
      <description><![CDATA[The goal of the Destroyer Engineered Operating Cycle (DDEOC) Program is to effect an early improvement in the material condition of ships, at an acceptable cost while maintaining or increasing their operational availability during an extended operating cycle. In support of this goal, System Maintenance Analyses (SMAA) are being conducted for selected systems and subsystems of designated surface combants. The principal element of an SMA is the Review of Experience (ROE). This report documents the ROE for the DDG 37 Class Ships Service Turbine Generator System. (Author)]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77872</guid>
    </item>
    <item>
      <title>SEAJOULE DEVELOPMENTS</title>
      <link>https://trid.trb.org/View/60685</link>
      <description><![CDATA[The Seajoule package comprises an exhaust gas heat recovery boiler and a steam turboalternator arranged in a fully-automatic system.  In addition, the boiler may be oil-fired both for use in port or to supplement the heat available in the main engine exhaust gases at manoeuvring speeds.  Apart from supplying all on-board electrical requirements, surplus electric power can be applied to assist propulsion of the vessel by powering an auxiliary propeller, designed by Stone Manganese Marine or, in a geared medium-speed diesel installation by powering a propulsion motor coupled to the main reduction gearbox.]]></description>
      <pubDate>Wed, 29 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60685</guid>
    </item>
    <item>
      <title>NEW MARINE DIESEL ENGINE SYSTEM CUTS FUEL CONSUMPTION-PARTS 1 AND 2</title>
      <link>https://trid.trb.org/View/60903</link>
      <description><![CDATA[This paper provides much detailed information about the Hitachi B & W twin-bank engine concept.  The paper initially describes the twin-bank slow-speed Diesel engine concept comprising two B & W K45GT type engines and outlines its development prospects.  Distinctive features of the design are presented.  A comparison of the new installation with the principal particulars of some conventional engine types is listed.  Reliability and maintenance aspects are discussed.  Operational aspects of the low-pressure waste-heat turbogenerator plant and John Hastie single-loop steering gear are described in great detail.  Order from: BSRA as No.  46,934.]]></description>
      <pubDate>Tue, 07 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60903</guid>
    </item>
    <item>
      <title>EFFICIENCY OF WASTE HEAT RECOVERY SYSTEMS IN MOTORSHIPS</title>
      <link>https://trid.trb.org/View/57460</link>
      <description><![CDATA[The purpose of this paper is to investigate the efficiency of different waste heat boiler arrangements for the main Diesel engine types, taking into consideration the influence of the more important design parameters such as live steam condition, condenser pressure, heating steam rate, feed-water temperature and engine loading on the electrical power produced.  A thermodynamic comparison is made of four arrangements in general use(1) Exhaust-gas boiler without economizer; (2) Exhaust-gas boiler with economizer cooled by the feed-water flow; (3) Exhaust-gas boiler with economizer cooled by the recirculating flow; and (4) Exhaust-gas boiler with integrated economizer.  An investigation has also been made of the efficiency of a turbo-generator comprising a reaction type condensing turbine with nozzle group control and thermal-elastic supported guide-blade carrier.  The results of both investigations are presented in a series of design graphs to allow quick and reliable determination of the best waste heat boiler arrangement for the particular electrical energy requirements of the ship.  Order from: BSRA as No. 47,171.]]></description>
      <pubDate>Thu, 16 Feb 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57460</guid>
    </item>
    <item>
      <title>THE EFFECT OF HIGHER FUEL PRICES ON THE DESIGN OF SHIPS</title>
      <link>https://trid.trb.org/View/57415</link>
      <description><![CDATA[Changes in ship design due to increased fuel prices are discussed taking as example the hullform of a tanker capable of transporting 3.6 million tonnes of crude oil per annum between the Persian Gulf and Japan.  The "Net Present Worth" method is used to develop relationships between optimum speed and fuel and freight rates for a 270,000-dwt turbine tanker and a 136,000-dwt Diesel tanker to operate on the same route.  Finally, the feasibility of low powered Diesel ships with turbo-generators and ducted propellers is examined.  It is concluded, inter alia, that the operational speed of tankers will decrease by two to four knots, depending on size, and that turbo alternators and/or ducted propellers will come into increasing use on smaller Diesel-powered ships.  Order from: BSRA as No. 47,087.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57415</guid>
    </item>
    <item>
      <title>HITACHI ZOSEN DEVELOPS EPOCHAL DIESEL SHIP MACHINERY SYSTEM</title>
      <link>https://trid.trb.org/View/52248</link>
      <description><![CDATA[Brief information is given on a ship-machinery system recently developed by Hitachi Zosen and stated to reduce fuel consumption by 30%.  The system consists of three sub-systems, which can also be used independently.  One sub-system is a geared twin-bank Diesel propulsion engine, which the company has developed in association with Burmeister & Wain.  The two cylinder banks are upright (i.e., not in V form); the engine uses the same components as conventional low-speed two-stroke crosshead engines and can burn low-grade fuels.  In comparison with a conventional 13,000-bhp, 145-rpm engine, propeller speed is about 50% lower and power and fuel consumption requirements are reduced by about 20%; overall engine dimensions are less (height is reduced by about 40%) and weight is about 30% lower.  The engine configuration is shown in outline sketches.  The second sub-system is a low-pressure (2.5 kg/sq cm gauge) steam turbogenerator which utilises, more effectively than hitherto, waste heat from the main-engine exhaust, together with heat recovered from the cooling water and supercharger air.  This makes it possible for small and medium- size ships to use exhaust-gas heat for operating steam turbogenerators and allows (in a 13.000-bhp ship) a fuel saving of about 6.5%.  The third sub- system, introduced in Japan in June 1976 in association with John Hastie & Co. Ltd. is a single-loop steering gear which is electrically controlled via a torque motor instead of by an oil-hydraulic power-unit.  Rudder overshooting is almost eliminated, leading to a reduction of about 5% in fuel consumption.]]></description>
      <pubDate>Wed, 11 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52248</guid>
    </item>
    <item>
      <title>LARGE SINGLE-PHASE TURBINE-GENERATOR SETS FOR TRACTION POWER SUPPLIES</title>
      <link>https://trid.trb.org/View/12935</link>
      <description><![CDATA[Between 1951 and 1971 the unit ratings of turbine-generator sets for traction power supplies have increased twelvefold, especially due to the application of hydrogen cooling to single-phase generators.  In the new sets, the gear required to reduce the turbine speed of 3,000 rpm to the generator speed of 1,000 rpm is not arranged between the turbine and generator but between the high-pressure and intermediate/low-pressure sections of the turbine.  Hence it need not be designed for the full generator output.  The 138- to 225-MVA hydrogen-cooled single-phase generators are derived from the field-proven air-cooled model for 62.5 MVA.  Its typical design features have been retained.]]></description>
      <pubDate>Mon, 13 Dec 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12935</guid>
    </item>
    <item>
      <title>500 KW D.C. AT LESS THAN FOUR POUNDS PER KW</title>
      <link>https://trid.trb.org/View/12988</link>
      <description><![CDATA[Teledyne-Inet of Gardena, California has recently developed a D-C generator standing only 28 inches high.  This gas turbine generator looks like a 100 kw unit, however, it can develop 500 kw at 33,000 rpm.  Weighing less than 2,000 lb and occupying a volume of less than 90 cu ft, it could have wide applications in light-weight, high-speed vessels, on offshore oil rigs, as a portable emergency generator and a variety of other mobile applications.  The heart of the machine is the generator rotor machined from a single billet of alloy steel.  The design, based on the homopolar principle, is quite new, and apparently singularly successful.  Ironically, the homopolar generator is one of the earliest known, invented in 1893.  The turbine is a United Aircraft of Canada ST6L-77, mounted on a single axis with the generator and a splined shaft connecting the two elements solidly.  There is no gear box or other speed reducing device, this alone accounting for part of the savings in size and weight.  When constant D-C power is applied to the excitation coil, the steel rotor becomes an electromagnet with a north pole at one end and a south pole at the other.  As it rotates, it generates A-C power of 1100 Hz 12 phase, which is then rectified into D-C by twelve solid-state diodes mounted on the periphery of the casing. Other solid-state circuits regulate the voltage to within plus or minus 1 percent of the nominal value of 600 volts D.C.  The capacity of the generator set is established by the power of the gas turbine, which in turn is affected by the atmospheric pressure and temperature.  For a given kw output, the fuel consumption increases as the temperature rises.  The fuel rate at 60 F according to the published curves, is 0.91 lb per kw-hr.]]></description>
      <pubDate>Wed, 31 Oct 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12988</guid>
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