THIS IS A SUMMARY LETTER REPORT ON WORK ORDER NO. VIII, TASK ORDER NO. R, THAT DESCRIBES THE ACTVITY PERFORMED UNDER THIS PROGRAM FROM JUNE 11 THROUGH AUGUST 10, 1958

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03642A001200040005-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 8
• Document Creation Date: December 22, 2016
• Document Release Date: May 24, 2011
• Sequence Number: 5
• Publication Date: September 23, 1958
• Content Type: LETTER

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ILLEGIB
September 23 , 1958
This is a summary letter report on Work Order No. VII,
Task Order No. R, that describes the activity performed under this
program from June 11 through August 10, 1958.
On April 16, 1958, we began a 10-month research program
under Task Order No. L that was directed toward the design and
development of two prototypes of an electrically powered trenching
unit that would trench to a depth of 18 inches, the preparation of
two prototypes of a power-supply unit for the electrically powered
trenchers, and the adaptation of one of the power-supply units to a
Volkswagen. This equipment was to assist in laying wire under-
ground and was being developed to provide an implement that was
appreciably quieter in operation than the gasoline-engine-powered
trenching unit that had been developed under Research Order No. 21.
The program under Work Order No. VII, Task Order No. R,
was directed toward accomplishing the following in regard to the
trenching equipment that was developed under Task Order No. L:
(1) the repair of damaged parts; (2) the selective modification
and further evaluation of the equipment; (3) the preparation of
color movies and color slides on the operation of the equipment;
and (4) the preparation of the Volkswagen for delivery to the
Sponsor.
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-2- September 23, 1958
Summary
Under this program, the dirt deflectors and trenching
chains were repaired, a motor enclosure was fabricated for the
second trencher unit, the Volkswagen engine was inspected and tuned
up, and a new battery was installed. Further work comprised the
fabrication of a guard for the timing-belt drive, the installation
of a trencher-motor air-inlet screen, the closure of lightening
holes to reduce the noise level of the operating trencher motor,
and the removal of material from the bearing housing to increase
the clearance between the trencher tire and the bearing housing.
Trenching-rate tests were made at engine speeds of 1,225
and 2,250 rpm, in an attempt to evaluate the effect of operating at a
higher engine speed. Unfortunately, these trenching tests were
not finished because the gears on the trencher-motor armature shaft
were shearing during the tests. However, it was concluded that,
although the engine seemed to run hotter and the noise level was
increased appreciably, the trenching rate would probably be
significantly improved at the 2,250-rpm engine operating speed.
At the end of the program, the Volkswagen automobile,
two trencher units, color motion pictures and color slides, four
standard chains, and related components were provided to the
Sponsor.
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-3- September 23, 1958
Engineering Activity
Several modifications were made on the trencher units.
Figure 1 shows a modified unit without the dirt deflector. General
reference is made to the Summary Report on Task Order No. L, dated
February 14, 1958, in connection with the discussion presented
below.
During the trenching-rate studies and the demonstration
of the trenching equipment, several chains were broken and these
tore the dirt deflectors. These chains were repaired. Subsequently,
when the torn dirt deflectors were used, the dirt from the trenching
operation was thrown through the torn holes and interfered with the
operator. Some of the dirt was also thrown onto the timing belt
and was carried into the timing-belt pulley grooves to the extent
that, occasionally, the trencher motor became overloaded and
stalled.
We used two methods to repair the dirt deflectors because
we were not sure which was better. In one, the dirt deflector
was covered with 0.031-inch-thick vinyl-plastic-coated fabric, with
a piece of fine-mesh screen located between the cover and an extra
thickness of material that was added in the probable damage region.
It was believed that, if this cover was punctured during a field
operation, the screen would permit temporary closure of the hole
until permanent repairs could be made. The second deflector was
covered with a 2-ply neoprene-coated nylon fabric, which was 0.032-
inch thick and was a much tougher material than the
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September 23, 1958
N51209
Figure 1. Modified Electric-Trencher Unit Without Dirt Deflector
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September 23, 1958
vinyl-plastic-coated fabric. In the course of our limited
evaluation tests, neither deflector was damaged, so both types were
provided to the Sponsor for field testing, in order to determine
the relative merits of these deflector covers.
Since the dirt deflectors may still be punctured
occasionally, a cover was made to enclose the timing belt and
another cover was placed over a lightening hole in the front support
part, to prevent dirt from being thrown onto the belt or through the
hole.
During our evaluation tests, it became apparent that under
certain conditions foreign matter could enter the air inlet to the
fan-cooled motor and cause motor stoppage. To reduce this hazard,
a fine-mesh screen was added to the motor enclosure, to protect the
air-intake opening.
As part of the work under Task Order No. L, one trencher
gearhead electric motor had been enclosed to reduce the noise level
of the operating motor. A second enclosure was fabricated under
Work Order No. VII, for the other trencher unit. In a further
attempt to reduce the noise, covers were placed over the lightening
holes in the base plate of each trencher unit.
In the fabrication of the trenchers, a heavy-duty bicycle
tire had been used on the front-wheel assembly in place of a
standard bicycle tire. The heavier tread on the heavy-duty tire
reduced the clearance between the tire and the bearing housing from
approximately 1/4 inch to 1/8 inch. To prevent interference
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between the tire and the bearing housing in the event that the wheel
should become damaged, material was removed from the bearing
housing so as to increase this clearance to 3/8 inch.
Some of the evaluation testing under Task Order No. L
had indicated that the trenching rate could probably be increased
appreciably if the operating speed of the Volkswagen engine could
be increased to approximately 2,500 rpm. To investigate this effect,
a second set of timing-belt pulleys was purchased and installed on
the Volkswagen, to increase the allowable engine operating speed
from 1,225 to 2,250 rpm. These pulleys were installed on the
crankshaft and the No. 1 jackshaft. Trenching tests were made in
damp clay soil, in the same location and on the same day, using
engine operating speeds of 1,225 and 2,250 rpm. Unfortunately, the
results of these trenching-rate tests were incomplete because the
gear teeth on the trencher-motor armature shaft were shearing during
these tests and consequently the power output from the trencher
motor to the trenching chain was reduced. However, on the basis of
the testing accomplished, it was apparent that, at the higher
speed, the Volkswagen engine ran much hotter and louder, but main-
tained a much steadier power output. we believe that if the gear
teeth had not failed, the trenching rate obtained at the higher
engine-operating speed would have been appreciably increased.
After the failure of the gear teeth, as indicated above,
the second trencher motor was examined and the gear teeth on the
armature shaft of this unit were found to be partially sheared.
When the motor manufacturer was contacted, he requested that the
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trencher motors be returned for immediate repair, because the
armature shaft had not been heat treated as had been specified.
Since the Sponsor wanted the Volkswagen and the one trencher unit
that was still operative for demonstration purposes, this equipment
was turned over to the Sponsor's representative on August 11, 1958.
In the meantime, the other trencher motor was returned to the
manufacturer for repairs; when it is returned to us, the second
trencher will be assembled and shipped to the Sponsor. The
unrepaired trencher motor will then be returned to the manufacturer
for repairs and subsequently re-shipped to the Sponsor.
Since the equipment was sent to the Sponsor before the
trencher motors were repaired, no additional trenching-rate tests
were run. However, the rate obtainable with the higher engine
speed can be determined by using a different belt and a different
set of pulleys; these items have been sent to the Sponsor. We
strongly recommend that this arrangement be experimented with and
evaluated by the Sponsor.
Color motion pictures and color slides were prepared on
the use of the trenching equipment. These pictures were taken in
the laboratory and in the field, and were edited to provide a
clear and accurate coverage of the complete field operation of the
equipment. In addition, the Volkswagen was given a general
inspection and engine tune-up, and a new battery was installed.
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CONFIDENTIAL
September 23, 1958
We would appreciate any comments that you or your
associates might care to make with regard to the research.
Sincerely,
In Triplicate
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