NEW STANDARD 200-HP PADDLE WHEEL STEAM RIVER TUG

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600380100-8
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 3
• Document Creation Date: December 22, 2016
• Document Release Date: September 9, 2011
• Sequence Number: 100
• Publication Date: February 26, 1951
• Content Type: REPORT

Sanitized Copy Approved for Release 2011/09/14 :CIA-RDP80-00809A000600380100-8
1
CLASSIFICATION CGI~'T-DENTIAI.
CENTRAL INTELLIGENCE AGENCY '
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS
COUNTRY U~SF
SUBJECT Try^.spc:tistion -River tugb~t
HOW
PUBLISHED B'-mont:,;y Penoslical
WHERE
PUBCTSHEG" "I``c`"
DATE BcV _ Dec I9~G
PUBLISHEv
LANGUAGE
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REPORT
CD N0.
DATE OF
DATE DIST. ~6 Feb 1951
N0. OF PAGES 3
SUPPLEMENT TO
REPORT N0.
THIS IS UNEVALUATED INFORMATION
NS41 STARDARD 200-HP PADDLE WHEII. STIiAM RISER TUG
A. V. Baybakov
Stalin Prize Laureate
In 1950, the USSR river sleet was supplemented by new 200-1w~ b~i~ilt
steam toga. The first tug of this class, the Molodaya Gvardiya,
and accepted by a commission of tha Ministry oY River Fleet in June 1950.
q[h,?_ new tugs have the following specifications:
x+7.8 m
Over-sll length
Length cP hull between perpendiculars
43.8 m
Beam at midship
7.o m
15.3 m
Beam over puddle uslks
2.25 m
$eight of side at midship
0.65 m
Light draft
Light displaceslent
2.3 t
2.6 t
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Draft st ftiill displ.ecement with a
0.8 m
b0-ton 2~eI s~*pF1Y
205 t
Displacement; I,i:_Lv loaded
Zowing speed
Tractive force at a speed of 8 l~~hr:
8 km/hr
Planned
Actual in test
CLASSIFICATION coxi~znsATlnL
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'i
capacity:
Punned
Actual in tesi
Toeing efficiency:
panned
31+$
~;;teal in test
Sxpendlture of equivalent fuel:
3~'
Planned 1 kg~indicated
Actual in test 0.9 kg~indicated
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The lug was built in confo:~ance with the Type BR-200 tug, according to
GOST 341+5-1+6~ The traction qualities obtained in tests exceed by 13 percent
+t.o ~nAnvoc r~rnvided for by the GOST.
The BR-200 tugs are designed for towing rafts and nonself-propelled baste
on shallox rivers
The working steam pressure has been estab7.ished at 16 atmospheres and the
temperature at 300 degrees plus or minus 20 degrees centigrade. The boiler in-
stallation of the ship consists of a three-cornered- water tube boiler with a
heating surface of 85 square meters feeding the main steam engine, which is a
sloping-type compound steam engine with valve steam distribution. The steer:.
is superheated. The basic dimensions of the steam engine are 375 x 800 x 800
millimeters. At 33.5 revolutions per minute and with a 5(-percent filling of
the high-pressure cylinder, the steam engine in tests developed a paver of 210
indicated horsepower.
The steam engine Works on a surface-type condenser. Vacuum in the con-
denser is fu.^nished by a two--step steam ejector. In tests, the vacuum amounted
to 85-90 percent.
The condensate from spent steam is pumped from the condenser by a con-
densate pump mounted on the mail engine; the pump then delivers the condensate
'_nto the hot well through a carbon filter with a sponge; the filter is installed
on the feed pipe of the condensate pump. The hot well is equipped with a cas-
cade, an oil outlet, a coke filter, and a settling tank.
Condensate from the settling tank of the but well. is collected by the feed
pumps, also mounted on the main engine, and is delivered to the feed head of
the boiler through a three-section water superheater.
The boiler is equipped with afloat-type automatic Yeed system.
Lubrication cf the m[:n steam engine is done automatically by four loco-
motive-type, multiple outlet, pressure lubri:ators. Three outlets of a pres-
~ure lubricator are used to lubricate the cylia$STs and the starting valve
of the steering eng7~e.
In tests, the =xpenditure of steam in the main steam engine amount,~d to
6.18 kilog;'anss per indicated horsepower per hour, as against d'~19tbe~'Ftb:B'snd
a figure ^f ',.5 for prototype engines of prewar constructioaz.~'' ""~
~'-_ boiler vh?n ri,.ed vith ARSh anthracite
.n =sets, the cliiCicnGy of ~..~
w>e slightly more than 80 percent.
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~;ERerrouCsa~~~~
For the most. part, the auxiliary machinery of the tug is standard with the
same machinery as the 400-horsepower steam tugs: deck machinery (windlass, steer-
ing engine), steam pumps (reserve feed pump and hold fire pumpj, injectors and
e~ect.ors, filters, oil separators, power pampa of the main engine, steam dynamo,
etc., slrce ii 15 still impossible to obtain other suitable equipment. III the
futn~e, steps will be taken to create auxiliary equipment of less weight, smaller
size, more economical of steam, and more suitable for the smaller tug.
The paddle wheels of the tug have wooden paddles on short spindles with
floating t~~shings. The diameter of the wheels along the center of the spindles
is 2,4G0 ^illimeters the paddles are 500 milimeters x 3,600 ~ilimeters and-there
ere s'.ghr. padd'_es: ~t a speed of 8 xilometers per hour, theae.wheels_.Showed s
specific traction of 13 kilograms per indicated horsepower.
?'he hull of the tug is welded. The bow and stern are wedge-shaped. The
tug has electric '_ighting, electric so.md signaling, a rauio sending and receiv-
ing set and a public address system. To change the trim, the tug has boat and
stern ballast tanks and a separate bsLlast pipe from the steam hold fire pump..
The acceptance commission of the Ministry of River Fleet noted the positive
qualities of the tug and recommended it, as standard, for large-scale serial
nrnduction, At the same time, the commission made some suggestions to im-
prove its operational qualities.
To permit. the use of this tug for work in the upper stretches of small
rivers which are exceptionally narrow or have shoals, the commission suggested
thai s part of the serially produced tugs should be built with s modification
of the paddle wheel which, while keeping traction loss to a minumum, would re-
duce the beam from 15.3 meters to l3 or 13.3 meters. Preliminary calculations
have shown that with a beam of 13.3 meters, the wheels of changed design pro-
duce a tractive force of about 2.3 tone, i.e., a tractive force corresponding
to GoSr 3~+5-16. The other characteristics and parts of the tugs will remain
unchanged.
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