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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>POWERING PREDICTION FOR SURFACE EFFECT SHIPS BASED ON MODEL RESULTS</title>
      <link>https://trid.trb.org/View/154807</link>
      <description><![CDATA[A method employing the laws of dynamic similarity to scale experimental model data is presented for predicting the powering performance of large surface effect ships.  The data are reduced to individual components, including cushion wavemaking drag, sidewall and appendage frictional and form drags, aerodynamic drag, and seal drag.  These components are appropriately scaled by either Froude or Reynolds scaling laws.  Water channel and model dimension effects on wavemaking drag are discussed and a technique for calculating sidewall wetted area is presented.  An experimentally derived algorithm characterizing seal-induced and frictional drag is explained.  Drag predictions are compared with experimental trials data.]]></description>
      <pubDate>Wed, 08 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154807</guid>
    </item>
    <item>
      <title>RE-EVALUATION OF THE PLANING HULL FORM</title>
      <link>https://trid.trb.org/View/154965</link>
      <description><![CDATA[This paper defines the planing hull form, presents a brief historical evolution of the craft, summarizes the recently develpoed technology and its impact upon design and application, and, finally, discusses the potential of the craft.  The authors demonstrate the inappropriateness of stereotyping planing craft as small underpowered boats which must struggle to "get over the hump" and then subject the structure and personnel to severe pounding, wetness, and discomfort when operating in a seaway.  It is shown that, by appropriate application of recently developed technology, planing forms have evolved which are devoid of "hump" problems, demonstrate excellent behavior in a seaway, have substantially useful load fractions, and have a potential growth up to displacements of nearly 1000 tons.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154965</guid>
    </item>
    <item>
      <title>FLOW CONTROL OF CENTRIFUGAL JET-FLAP BLOWERS FOR AIR CUSHION VEHICLES</title>
      <link>https://trid.trb.org/View/154966</link>
      <description><![CDATA[Air-cushion vehicles and surface-effect ships may require some form of dynamic lifting air control.  An experimental investigation was carried out to demonstrate both the steady-state and the dynamic flow control characteristics at constant pressure of a model (32.7 in. diameter) double-inlet, double-width centrifugal blower at low tip speed (approximately 250 ft/s).  The impeller was designed with fixed backward-curved jet-flap airfoil blades and the housing was equipped with rotatable jet-flap inlet guidevanes.  The flow control test was carried out at constant pressure, starting from the maximum efficiency (85%) point of the basic blower.  Over 50% negative flow control was achieved with the jet-flap inlet guidevanes and 50% positive flow control was obtained with the impeller jet-flap, with a jet-flap supply flow of only 2.8%. Frequency response tests were carried out on the impeller jet-flap flow control system with a rotating butterfly.  The pressure amplitude ratio was found to remain above-3 dB for all frequencies tested, up to the maximum 12.5 Hz, where the phase angle approached 90 deg.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154966</guid>
    </item>
    <item>
      <title>FOILBORNE HYDRODYNAMIC PERFORMANCE OF JETFOIL</title>
      <link>https://trid.trb.org/View/154967</link>
      <description><![CDATA[The Boeing Jetfoil Model 929-115 hydrofoil ship was derived from Model 929-100, with increased forward foil area larger load-carrying capacity.  Forward and aft foil contours were revised to increase cavitation margin.  New hydrodynamic design methods were employed to maximize foil thickness for minimum structural weight.  Prediction of foilborne cruise performance was based upon theoretical analysis, model test data, and full-scale trial data from Model 929-100. Extensive flowfield observations were made of the foil systems during sea trials of the first Model 929-115 produced.  Good agreement was found between predicted and observed cavitation and ship performance characteristics. Sensitivity of ship performance to operating variables was determined from sea trial data.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154967</guid>
    </item>
    <item>
      <title>COMPARATIVE PERFORMANCE STUDY OF PADDLE-AND WEDGE-TYPE WAVE GENERATORS</title>
      <link>https://trid.trb.org/View/154035</link>
      <description><![CDATA[The wave generating performance of a paddle- and wedge-type wave generator are carefully measured and compared with predictions from linear theory.  Although good agreement between theory and experiment is obtained, the tests highlight the importance of avoiding both wave generator edge leakage and wave reflection effects if optimum performance is required of the generators when installed in a wave testing tank.  Alternative methods of overcoming both of these difficulties are suggested.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154035</guid>
    </item>
    <item>
      <title>RESPONSE OF AN INFLATABLE OFFSHORE PLATFORM TO SURFACE WAVE EXCITATIONS</title>
      <link>https://trid.trb.org/View/154036</link>
      <description><![CDATA[The response to the ocean wave excitations of a neutrally buoyant inflatable offshore platform consisting of an array of three tapered inflatable legs attached to a central head, connected to a surface float by a cable is investigated.  A Lagrangian formulation of the dynamics of the system is presented where the float and the central head are allowed to move vertically and the rotations of the array as well as the flexural displacements of the legs are superposed on this motion.  The non-linear coupled system with infinite degrees of freedom is truncated by considering the first two terms in the admissible function expansion of each flexural displacement.  This results in a set of ordinary differential equations which are converted to algebraic equations using Ritz's averaging technique.  Representative plots showing the effect of system parameters on the platform response are presented.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154036</guid>
    </item>
    <item>
      <title>APPLICATION OF HYBRID COMPOSITES TO HYDROFOIL STRUCTURES</title>
      <link>https://trid.trb.org/View/147391</link>
      <description><![CDATA[Studies are presented on application of advanced composites to hydrofoil structural components such as struts and foils. It is shown that to satisfy the strut/foil structural requirements and constraints, the most cost-effective and structurally efficient designs are achieved by using hybrid composites consisting of a combination of high-strength and high-modulus graphite fibers.  Typical curves are presented for determining the various mechanical properties of hybrid composites as a function of the amounts and orientations of the constituent materials.  To make a realistic assessment of efficiency of hybrid composites as applied to hydrofoil structural components, the various mechanical properties of 0.5-in. thick multilayer, multidirectional hybrid composites are evaluated experimentally.  The experimental results for strength and elastic properties of hybrid composites show excellent correlation with predictions and verify the efficiency of these materials as applied to structural components of advanced naval hydrostructures.  Preliminary results are also presented on fabrication and testing of a 60-in. long hybrid composite, tapered box beam structure simulating the forward foil on the PCH.]]></description>
      <pubDate>Thu, 20 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147391</guid>
    </item>
    <item>
      <title>HORIZONTAL BUOYANCE EFFECTS ON THE PRESSURE DISTRIBUTION OF A BODY IN A DUCT</title>
      <link>https://trid.trb.org/View/141286</link>
      <description><![CDATA[It is well known that the static pressure coefficient values obtained from tests of axisymmetric bodies in, for example, a large water tunnel indicate the existence of tunnel wall interference.  This interference is due to blockage experienced by the body operating within the boundaries of the test section walls, and to the skin friction on both the tunnel walls and the surface of the body which, in turn, causes finite thickness boundary layers to develop.  These factors result in a decrease in static pressure along the test section which leads to a spurious horizontal buoyancy on the body.  Potential flow calculations can only account for solid blockage effects.  A control volume analysis has thus been carried out from which pressure coefficient correction terms due to horizontal buoyance have been obtained.  The present method permits one to treat relatively large bodies which have a much stronger interaction with the tunnel walls.  These correction factors are computed for a large, streamlined body operating over a range of velocities.]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141286</guid>
    </item>
    <item>
      <title>NUMERICAL SOLUTION OF A BODY-PROPELLER COMBINATION FLOW INCLUDING SWIRL AND COMPARISONS WITH DATA</title>
      <link>https://trid.trb.org/View/141379</link>
      <description><![CDATA[A numerical procedure based on the full Navier-Stokes equations as applied to the flow near a body/propeller system is developed.  The flow is assumed axisymmetric, and the unsteady equations of motion are cast in terms of a stream function, one vorticity component, and the peripheral velocity.  The voricity equation and the peripheral momentum equation are solved by an Alternating Difference Implicit technique, and the Poisson equation for the stream function is solved by direct matrix reduction.  The propeller is modeled as a an actuator disk, and the direct simulation of a given actual propeller is considered in detail.  Turbulent transport is modeled by an integrated Turbulent Kinetic Energy equation with a simple extension to represent the effects of swirl.  Detailed comparisons with wind tunnel measurements at x/D = 2 show a good prediction of the axial velocity but an underprediction of the swirl level.]]></description>
      <pubDate>Wed, 07 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141379</guid>
    </item>
    <item>
      <title>SEAKEEPING QUALITY OF ADVANCED MARINE VEHICLES FOR DESIGN APPLICATIONS</title>
      <link>https://trid.trb.org/View/141486</link>
      <description><![CDATA[The results of experiments concerned with lineraity in the pitch, heave and roll motions of air-cushion-supported vehicles are presented.  Response linearity is demonstrated through regular wave response data with varying wave amplitude at a fixed frequency of encounter.  Regular wave seakeeping transfer functions are correlated with spectral analysis results from irregular seas.  Response operators are applied to appropriate sea spectra to demonstrate the response of the vehicles in a seaway.  Finally, a vertical plane frequency domain simulation based upon captive model results shows reasonably good correlation with regular wave seakeeping transfer functions.]]></description>
      <pubDate>Wed, 07 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141486</guid>
    </item>
    <item>
      <title>SECTION DESIGN FOR HYDROFOIL WINGS WITH FLAPS</title>
      <link>https://trid.trb.org/View/86859</link>
      <description><![CDATA[The basic problem of a flapped NACA-16 foil is its poor pressure distribution around the flapped region.  With the flap deflected, the velocity distribution becomes a very unfavorable shape in terms of cavitation-inception and boundary-layer separation.  This type of flowfield results in low flap effectiveness.  Based on the present profile design and boundary-layer calculation methods, improved hydrofoil wings with flaps have been developed.  The approaches to construct the desired velocity distributions to delay cavitation and boundary-layer separation are discussed.  Examples are given for the case that the flap deflection has to compensate the vertical component of the surface wave motion in a seaway.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86859</guid>
    </item>
    <item>
      <title>THE 260-TON FRENCH AMPHIBIOUS HOVERCRAFT--NAVIPLANE N500</title>
      <link>https://trid.trb.org/View/86860</link>
      <description><![CDATA[The Naviplane N 500 is an amphibious hovercraft which transports 400 passengers and 65 cars in 2.5-m waves at speeds of between 40 and 70 knots.  This craft, which was produced by SEDAM-BERTIN, includes recent developments with a view to providing economical exploitation.  For instance, it is the first double-deck hovercraft and also the largest. Power is provided by five Avco-Lycoming TF-40 gas turbines at moderate fuel consumption.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86860</guid>
    </item>
    <item>
      <title>AUTOMATED SHIP ROUTING</title>
      <link>https://trid.trb.org/View/85443</link>
      <description><![CDATA[The U.S. Navy's Fleet Numerical Weather Central has developed a numerical model to compute realistic time tracks for transoceanic shipping using short-range dynamic forecasts (40-72 hrs) and extended-range statistical forecasts to destination.  This model resides in a computer program that is utilized by watch standers to prepare original routes and underway diversions for about 600 U.S. Navy ships a year.  Global minimum time routes (GMTR) are computed twice daily for ships using optimum track ship routing (OTSR) service by this program, which considers navigation, environmental surveillance, environmental constraints, and ship performance curves.  Maintenance of environmental surveillance and application of environmental constraints is accomplished through grids that represent the oceanic areas of the world and contain environmental parameters such as significant wave height and direction, frequency, fog, currents, and wind; however, any parameter or combination of parameters which can be represented numerically may be used in determining the GMTR.  Comparison of the GMTR and the actual route sailed is possible by the computation of a post voyage verification route using actual environmental data.  Ice areas are depicted (through the use of satellite data) and are utilized to constrain the global minimum time route selections.  This is a description of the logic and the environmental parameters that produce the automated navigation, route surveillance, original route recommendations, and route verification.]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85443</guid>
    </item>
    <item>
      <title>MECHANICS OF A RESTRAINED LAYER OF FLOATING OIL ABOVE A WATER CURRENT</title>
      <link>https://trid.trb.org/View/80684</link>
      <description><![CDATA[This paper determines the relative importance of interfacial shear stress and dynamic pressure in determining the thickness distribution of a layer of floating oil contained by a barrier above a water current.  This is done by use of an equation relating vertical location of the oil-water interface, dynamic pressure, and shear stress.  The interfacial shape is measured experimentally.  The dynamic pressure is determined by numerical solution of potential flow problem for flow beneath the measured shape.  The aforementioned equation then yields the shear stress distribution.  The rear portion of restrained oil layers are found to be governed by shear stress as are the forward portions for low current speeds.  At higher current speeds, both dynamic pressure and shear stress are important in determining the shape of the forward portions.  Large friction coefficients are shown to be due to flow over a rough interface resulting from the generation of Kelvin-Helmholtz waves on the interface.  The entrainment of oil droplets into the water flow is shown to be the result of breaking of the Kelvin-Helmholtz waves.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80684</guid>
    </item>
    <item>
      <title>SIMULATION OF MANEUVERING CONTROL DURING UNDERWAY REPLENISHMENT</title>
      <link>https://trid.trb.org/View/80685</link>
      <description><![CDATA[In the work presented here, emphasis was placed on performing a sensitivity analysis of the maneuvering control parameters during underway replenishment (UNREP) control simulations.  Some approximate nonlinear sea-state excitations acting on the ships' hulls due to a specific irregular sea were added to the simulation model.  The mathematical model for both the nonlinear force and moment excitations was developed by using the Volterra series mathematical formalism.  The sensitivity studies revealed that measurement errors in the range of 3 to 5% in the maneuvering control variables were acceptable under the simulation condition.  The good controllability of both ships when using automatic control during UNREP simulations indicated that automatic control should be considered for collision avoidance during UNREP.  The results of the simulation sensitivity control variable analysis will be used for engineering judgments in developing a prototype sensing system for maneuvering control during UNREP.]]></description>
      <pubDate>Sat, 13 Jan 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/80685</guid>
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