What Operators Think of Alternative Fuels
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Points From the Discussion on the Interesting Paper on This Subject Read by Mr. E. R. L. F itzpayne at the Pitlochry Conference THM
E discussion on r. E. R. L. Fitzpayne's paper " Alternative Fuels" was opened by the secretary reading a contribution from Mr. R. F. Smith (Glasgow). Mr. Smith stated that tests with creosote had been successful, hut the experimental producer-gas bus was still not quite satisfactory. It was disturbing that there should have been such a rise in the price of anthracite, for it was difficult to believe that it was justified.
He was glad that reference had been made to the 60-seater bus; it had been considered seriously prior to the war, to assist in uneconomic peak-load traffic. It was a revolutionary step that whilst for years they had advocated that it was their duty to make it difficult for the public to walk, they now discouraged travel.
The question of alternative fuels was bound to be considered soon, apart from the war, as we were living on capital and supplies of petrol and oil must, eventually, become exhausted. It could be assumed that petroleum would finish long before many of the coal reserves had been touched. Electricity must play an important part.
Mr. G. A. Cherry (Rochdale) thought that some of Mr. Fitzpayne's conclusions were surprising. In September they had been faced with cutting 68 per cent. of their pre-war mileage. They had had to,manipulate all workmen's services and all peak-load traffic at workmen's fares and to reduce their highly prosperous services in the ratio of about 3 to 2, which, on a weekly revenue of £4,500, meant a loss of about £700.
• Successful Experiments with Creosote • In May they had conducted experiments with creosote, using a 50-50 mixture of ordinary fuel and creosote. The bus had run in service and maintained ordinary schedule time with no serious trouble at all, apart from its being slightly more difficult to start. Later, the experiment was proceeded with and the fleet of 120 machines was put on to a 5 per cent, creosote and a 95 per cent, oil fuel mixture. That had been a" bloomer," because the essence of successful running was to mix oil fuel and creosote in certain proportions to avoid forming precipitants caused by tar acids.
In the first three weeks many vehicles were stuck with autovac and fuel-pump troubles, and schedules could not be maintained. They had found, however, that, by using 30 per cent, creosote and 70 per cent. oil fuel, the formation of tar acid was at its lowest; also, by washing creosote with caustic solution, most of the tar acids were removed. One third of the fleet was then put on washed creosote in the proportions of 73 per cent, oil fuel and 27 per cent. creosote, and that had run for three or four months with little trouble.
The Commissioner had given Rochdale permission to operate 30 machines on creosote mixture and it was now getting 88 per cent. of its pre-war mileage. Some 11,000 additional miles per week were being operated at a profit of 6d. a mile.
Mr. Robert McLeod (Edinburgh) said that Government officials had been lax in not giving operators all the encouragement they required. When producer gas was suggested, permission for additional length to accommodate plant was refused; officials were even reluctant to allow any increase in weight, but had suggested a trailer.
He saw possibilities in compressed gas, but understood that the cost of the compressor for a fleet of 50 buses would be £4,000. There would also be certain difficulties in regard to the tubes. If the war developed and poison gas were used, it was likely that tubes, if they did get them, would, be commandeered.
• Bagged and Compressed Gas • With regard to the gas bag, it could run only 14 miles, and with each trip the bag would have to be refilled. This would mean an extra bus on every 10-minute service.
Mr. Richard Hoggard (Chesterfield) outlined experiments with compressed gas made there as long ago as 1933. When the scheme was sent to London it was definitely turned down because the vehicle was a little over weight. If something had been done at that time we would not have been in the mess we were to-day with regard to alternative fuel.
Mr. J. Methven suggested that experiments might be made in respect of steam and the external-combustion engine. The self-contained little steam engine of to-day was highly efficient, and pulverized coal could be used.
Bailie D. S. Brown (chairman, Glasgow) said that, whilst it was true that the bus in operation did not come up to ordinary standards, they were satisfied that on certain routes it would give at least a creditable performance and maintain a reasonable schedule under war-time conditions. Compressed gas was in its infant stages, but he was positive that within the shores of this country there was sufficient engineering skill to make definite improvements. NVe might, within the next decade, become entirely independent of imported fuels and let home industry supply the home requirements.
Mr. R. Beveridge (Scottish Motor Traction Co.) stated that in the 1914-18 war they had fitted gas bags at a cost of £75 each, holding about 800 cubic ft. The farthest distance that could be got on one charge was 17 miles, but he did not think the average could be taken at more than 12 miles. It took 5-12 minutes to fill them. They had experimented with producer gas which had cost 1. 47d. per mile, as against 1.23d. for oil fuel, and, in addition to that, at least a couple of hours a day had to be spent on cleaning, and once a week considerably more. With regard to the trailer, it had the advantage that, producer gas being stinking stuff, the trailer could be detached and left outside the garage.