JPRS ID: 10465 USSR REPORT TRANSPORTATION

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• Original Classification: U
• Document Page Count: 27
• Document Creation Date: November 1, 2016
• Sequence Number: 41
• Content Type: REPORTS

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JPRS L/ 10465
16 April 1982
_ U SS R Re ort
_ p
TRARJSPORTATION
CFOUO 2/82)
FB~$ FOREIGN BROADCAST INFORMATION SERVICE
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JPRS L/10465
16 April 1982
USSR REPORT
T RANSPORTATION
- (~OUO 2/82)
CONTENTS
AI R.
Use of Dirigibles for Construction, Transport Work
(B. G. Droude; PROMXSHLENNY TRANSPORT, No 12, 1981)........ 1
MOTOR VEHICLE
Statistics on Bottle-Gas Driven Veh~.cles Given
(V. N. Ivanov, V. I. Yerokhov; KHIMIYA I TEIQ~iNOLOGIYA
TOPLIV I MASEL, Nav 81) 5
- OCFAN AND RI~'ER
New Textbook Presents Pipe Working, Installati.on Processes on
Ships
(Boris Aleksandrovich Gorelik; GIBKA TRUB SUDOVYKH
SISTEM, 1981) ..............e............................... 11
MISCELLANEOUS
Da ta on Rolling Stock, Other Components of Industrial
Transportation Given
(S. I. Kendya; PROMYSHLENNY TRANSPORT, Dec 81) 14
- a - [IIT - USSR - 38d FOUO]
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AIR
UDC 629.733.3
USE OF DIRIGIBI,ES FOR C~NSTRUCTION, TRADISPORT [+IORK
Moscow PROMYSHLENNY TRANSPORT in Russian No 12, 81 pg 19-20
[Article by B. G. Broude, candidate of technical sciences; "Installation and
Transport Balloons"]
[Text] The journal PROMYSHLENNY TRANSPORT in iss.ue No 7
for 1978 and No 3 for 197J carrted selections of materials
on dirigibles and lialloons and the general proces~ for us-
ing them. 7.`he author of tY~e a~rticle below cons:iders the
possibilities of using thes~e aircraft for ~nstat~:ation and
tr.ansportatior~ work tn industrial construction.
Attemprs have been made in recent years in our country and abroad to build
aeronautical craft for special con~truction--installation and hoisting~
transportation ~obs. For example, the Moscow Tsentrotekfimontazh [Central
Technir_al Installation] Trust has Tiuilt and teste3 two types of aerostat--cranes
with low load capacities: tfie spherical EPAK--1 and the Lentil-sliaped EMA-10
(see the journal IZOBR~;TATEL' I RATSIONALIZATOR, Nos 3 and 12 fox 1977) . ITnfor-
tunately, this pro;ject was just an attempt tiy amateurs, with pract3:cally no
sound scientific and production-tecTinical liase, to prove the wtsdor? of butld-
ing and empl.oying a new, promistng means of installation.
When the wind comes up captive (tethered) balloons, wfitch the EPAK-1 was,
, i~t�lrn ta the ground and are pressed against it. Therefore, ef�orts have been
made for a long time to give the ship a streamlined form and provide it with
~ tail stabilizers which are inflatel by the winds. These aerostats are always
set up downwtnd and receive additional aerodynamic lift (the so-called "kite
effect").
The lentil-shaped EMA-10 flying crane copied the shape o� an aerostat an which
the Gnglish and French have worked in the past and are work.ing today. But
during hori.zon.tal movement and in strong winds these "flying saucers" rroved
unstable. To keep the EMA-10 crane in a stable horizontal position, therefore,
_ it h3d to be equipped with two engine-ptopeller units and complex automatic
controls. The results of full-scale testing of models of these cranes showed
that they are inferior to helicopters with respect to maneuverability and
prPcision of setting down cargoes.
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The Leningrad Orgtekhstroy [Organization ~f Technical ConstructionJ Truet dE-
veloped a captive aerostat-crane tfiat we belteve is more successful. They
designed a kite-type craft. Tfie loaded aerostat was moved by means of three
winches installed at angles of 120 degrees relative to tTie center of the area. ~
The aerostat was to be raised and lowered by operating the winches simultane-
ously. To move the ?oad on the horizontal it was necessary for tfie winches to
. operate at different, in speed, but coordinated rpm's.
Orgtekhstroy retained the author of this article, from the Leningrad Academy of
Civil Aviation, to conduct aerodynamic experiment~ with models of these aero--
stat-cranes. We investigated the airflow of the aerostat crane in the proximity
of construction projects. Tfie experiments enaTiled us to determine tlie aero-
dynamic characteristics of tlie aerostat, select tts optimal shape, and design
the tethering line system. We establislied tfiat ttie aerostat is most stable
when it is in front af a small ob~ect and behind a lo~g object that shields it
from the wind. Unfortunately, this project was not completed eitfier.
A captive aerostat can also be used succPSSfully to transport cargo, for ex-
ample to lift mineral products at an apen-cut~mine and load tiiem into railroad
cars, as was shown tn Yu. S. Boyko's arttcle "FreigTit Aerostats for Open-Cut
_ '.yL-Lnes" (PROMYSHLENNY TRANSPORT, No 10, 1980).
. It is w~se to use electrical wincfies, ltght, moderate~ strong cables, and auto'
matic devices to control the aerostat-crane. Tfie automatic devices greatly
simplify operation of the crane and enable tt to put the load down more pre-
cisely.
The aerostat-crane only moves freigfit around within a construction site. The
freigh.t is deliver~ed to the stte tay more~' vehicle, air, or rail transportation.
With a fairly small volume of frei:gfit of normal dim~nsions its deltvery cau~es
no special pro~ilems. The problem arises with transporting heav; and large-
dimensioned articles such as hydroturtiine rotors, turbogenerators, nucle3r reac-
tors, and the like. The problem is especia~ly critical in the Far North,
Siberia, and the Far East. Airplanes are unsuitaFale tfiere becav.se of rheir in-
adequate load capacity and the necessity of butlding rumaays. HElicopter5 do
not need runways, but their load capacities are not more tTian 20 tons, while
their flight range without refueling is 200-250 kilometers.
Under these condition:;, the use of dirigihles to trai~sgort large-dimension and
heavy articles is vEry promising. Their load capacity can reach 3G0 tons and
more, and they can also be designed and adapted as aeronautical cranes. In our
opinion, the dirigible-crane could be a transportation~installatton craft which
would enable us not c-~ly to transport equipment "from door to door," that is
- without any transshipp,tng, but also to install it ~rigfit at the point of opera-
tions.
This shoulc: be a dirigible with large load capacity for carrying freight in the
cabin and on external suspens~ion. To use the dirtgiTile as a crane it must have
good maneuverability when fly3:ng at low speed and "hovering'~ in one place.
These qualittes can be created by automatic control systems that change the
vector of thrust of the propeller~~ngine group.
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, ~ z
7
~~2#
~.i~
/
� / 3~ , ~ ~
F~r'>,, ~ fi' ' . ~
r
The wind forces a spherir_a1 Maored kite aerostat
captive aerostat to the
ground.
When unloading unitary fr.eight tlie dirigible-~crane must be balanced without re-
leasing li.ftin.g gas. There are several goss3biltties to achieve this: secur-
ing it to the ground; suspending a new weigIit or taking on ballast; and,
various ways of controlling ~erostatic lift.
The principal difficulty in building a large--capaci~ty dirigib~le--crane is its
enormous dimensions. To carry a load weigTiing~ for example, 500 tons will re-
quire a dirigible with a volume of more than l~million cubic meters, which
may be 300-400 meters 1ong. Sea-going vessels of tfiis length are built, so
there is reason to hope that with contemporary~ scientific and technical ad-
vances industry will a].so be able to build giant aeronautical vessels.
Many designs of combined aircraft which use aerostatic and aerodynamic lift
have been ~evised to reduce the d~mensions of tliese ships and increase tfieir
- flying speed. Amon~ them are "he~istats" (dirigible--helicopters), airplane-
dirigibles, flying wing-dirigibles, and so on.
Only "helistats," which are capable of fiovering like a helicopter, can be used
as tran~portation-instaliation equipment. But operating them will Be much
~ more expensive than a ~l~.rigible-crane because of their very large power plants,
high fuel corrsumption, and complextty of design.
Most of the combined aircraft are un~uitaF~lP for us.e as cranes Taecause they can-
_ not "hover" in the air and requtre runways.
In conclus:ton, we should state that transportation-installation aerostats with
lar.ge load capactti~a can only be built on a contemporary scieatific--
technical level at a specialized science productton enterprise. The statement
by doctor of technical sciences 0. A. Chembrovskiy in tfie ~nterview puhlisfied
_ in issue No 10 of PROMYSHLENNY TRANSPORT far 1981 is very instructive. He
said that the most valualile feature of aerostats ~s tlieir ability- to perform
both transpor.tation and loading--unloadtng jobs. Tfiis feature makes it possible
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to or.ganize the tranaportation of~ for example, heavy and large-dimenai.on
freif;ht directly from the assemiilp site at tfie manufacturing plant to its
destination at the planned point in the installation section of the e~terprise
under construction. It is noteworthy that the ~nergoaeratrans [Energy Aerial
Transportation~ Trust headed by 0. A. Cfiembrovskip has begun Fauilding proto-
types of such ships.
COPYRIGHT: Izdateltstvo "Transport", ~'Promyafilennyy transport", 1981
J
11,176
CSO: 1829/122

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MU'TOR Vc;~iICLE
UDC 621.433
STATISZ'ICS ON BOTTLE-GAS DRIVEN VEHICLES GIVEN
Mo~,coca KHIMIYA I T~KHNOLOGIYA TOPLIV I MASEL in Russian No 11, Nov 81 pp 6-10
[Article by V. N. Ivanov and V. I. Yerokhov: "G:~s Fuel for Automobile Engines"]
[Text] ~iven the present scope of increasing aatomobile use, providing motor trans-
_ port with efficient, stable energy carriers is one of the most important national
- economic problems. As majority of the specialist~ consider the nearest feasible al-
= ternative to reducing the consumption of liquid petroleum-origin fuel to be the
= changeover of a certain port~.on of the motor veh~cle fleet to using gaseous fuel
such as compressed petroleum gas (SNG) or natural gas (PG). At present, preference
is being given to SNG, on which about 15,000 aatomobiles are running in our country.
With a view towards broadetding the products list of fuel-energy resources .for auto-
motive transport and saving liquid petroleum products, the extensive use of com-
~ pressed YG as a fuel has Ueen examined and the basic directions and stages of ex-
perimental design worlc and organizational-technical measures to develop desig~ts for
and efficiently operate bottle-gas vehicles have been determined. An experimental-
~ 3.nd~strial lot of ZIL and GAZ (two different compress:Lon modifications) vehicles was
- manufactured in 1981 and extensive operational tests were begun in L'vov and Berdi-
= chev. In subse~uent years, we plan the following prodtir_tion of bottle-gas v~hicl.es:
1982 5,000, 1983 I0,000, 1984 35,000, 1985 50,000 and beginnir.g in 1986
?fl0,00U annually. Zfaenty--~ive gas fiiling stations �or compressed PG are to be
put into operation, including une in Moscow, two in Leningrad, three in Donetsk, two
in Tashkent, one in Noril'sk, and so for~h.
As compared with the r_raditional liquid petroleum-origin fuels, gas fuels have a
number of indisPutable advantages. Ttxe NIIAT [Scienti�ic Research Institute of Auto-
~ motive 'Cransp~rt] has accumulatPd pos:'.tive experience in operating vehicles on SNG
and PG. The purpose of this work is to generalize available experience and deter-
mine prospects ~or using gas fuel in motor transport. In order to do this, we need
; to study tY:e 3nfluence of the physical-chemical properties of gas ruels on the basic
techr~ical-operating qualities of automotiti�e engines, to ~nalyze the trends in using
. SNG and PG as a n~otar fuel, and to wnrk out the technical-operating specifications
_ for improvi.ng the motor properti.es of gas fuel.
1`he main SidG component:~ are propane, which ensures optimum saturated vapor pressure
in ttie gas mixture, Gnd butane, the most easily-compressed compoiient. The main pro-
perties uf SNG as a motor. fuel include pressure of the satur~ted vapors, density,
snecific heat of comhustion and octane number (OCh). SNG saturated vapor pressure

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varies from 0.27 MPa (at -10�C~ to 1.6 MPa (at 45�C). SNG h~s a high volumetric ex--
pansion coefficient, so the pressure in the gas cylinder increases by 0.6 to 0.7 MPa
- with every 1� rise in temperature. In order to prevent destruction o� th~ ~as cyl-
inder, it wi.ll have a steam blanket of at least 10 percent of the usable capacity.
- ~t 0�C and 101.3 icPa pressure, the density of the liquid-~rhase SNG is 530-690 kg/m3~
of the steam pk~ase 1.96 (propane) to 2.6 (butane) kg/m .
Tl~e octane number of the gas fuel is 90-110, permitting forcing automobile engines to
compr.ession ratios of 10:1 to 11:1. From the viewpoint of working fluid, gas fuel
has a more favorable C:H ratio than gasoline. The carbon number ratio of carbon
to hydrogen (C : A) of modern gasolines is about 6, and the numbers for SN~ and PG
are 4.9 and 2.96, respectively. The higher hydrogen content of the gas fuel also
ensure more coznplete combustion of the fuel ~.n the engine cylinders.
If the gas is used to power carburetor engines, the complex of carburetion processes
no longer includes fuel vaporization in the intake p~ge, with a11 the associated
shortcomings, so the evenness of fuel distribution among the cylinders is improved.
Maximum fuel distribution unevennes:: among the cylinders of a carburetor engine (35
percent or more) results in a higher carbon monoxide content (45-55 percent higher)
in exhaust gases (OG), as well as a 35-~s5 percent higher hydrocarbon (CH) content,
given a fuel mixture stoichiome~ric content of a=1. Use of a gas fuel ensures a re-
duction of up to 20 percent in the maximum uneverness of fuel mixture distribution.
'1'he combustion range of gas fuel is broader than for gasoline, permitting a more ef-
ficient depletion of the fuel mixture (u~ to a=Y.2- 1.3) under basic operating condi-
tions. The use of SNG and PG as motor fuels therefore ensures a substantial reduc-
~ r_ion in ~G toxicity in terms of basle monitored parameters: CO content (two- to
three-fold), NOX (1.2- to two-fold) and CH (1.1- to 1.4-fold), which meets the strict
requirements of a ma~ority of national standards. Compar~son testing of ZIL-130 and
ZIL-138 vehicles has shown zhat CO and OG content are 0.8-3.5 and 0.1-0.8 percent, re-
spectively, throughout the range of steady speeds of movement (20-80 km/hr). This
testifies to the real advantages of SNG and PG.
- To accumulate the ne~ded fuel reserve in the vehicle, PG is compressed to high pres-
sure (20 MPa). A cryogenic PG storage technology in t:ie venicle is considered more
promisiiig 3nd is viewed a~ an intermediate stage in the development of hydrogen en-
gines, for which the reserves of working fluid in nature are practically unlimited.
The operation of a gas engine is the same as that of a gasoline engine. Gasoline,
5NG and PG differ in components and densitiesy but are practically identical in en-
ergy content. Operating indicators of the ZIL-13Q usin~ different types of fuel are
giveii in the table [following pa~e]. As follows from the table, given the same com-
pression ratio, maximum powcr is decreased hy 5-7 gercent when a gasoline engine is
- conv~rted to SNG, which is associated with a slower speed ~f spread of ttie ignition
fr.ont in the combustion chamber and leads to a reduction in the maxinum pressure and
- temper.ature of the operating cycle. Moreover, for a number of reasons, the fill co-
efficient is 8-la percent lower in a gas engine than in a gasoline engine. Thanks
to the high OCh Qf gas fuels, the comFressinn ratio in gas engiries is 23-25 percent
higtier than in gasoline engines. The high anti-knock stability of gas fuels and their
, good mi.scibility with a~r permits forcing gas engines to higher compression ratios:
- for. example, the ZIL-130 can be forced from 6.5 to 8 and the ZMZ-53 from 6.7 to
8.5.
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indicator type of fuel
gasoLine compressed compressed
petroleum gas natural gas
fu~l system Fressure, MPa 0.03