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Gas Turbines in Five Years ?

29th April 1955, Page 30
29th April 1955
Page 30
Page 30, 29th April 1955 — Gas Turbines in Five Years ?
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Which of the following most accurately describes the problem?

IT is not unlikely that within the next five years 'commercial vehicles driven by gas turbines will be competing on a favourable basis with oilengined vehicles. It has been computed that, given an accepted prototype and a production based on 500 units per week, the cost• should not exceed £3 per b.h.p., assuming the unit was of not less than 100 b.h.p.

It is recognized, of course, that the thermal efficiency of the oil engine is superior to that of the turbine, probably in the order of 25 per cent., but it is envisaged that this figure will be reduced to 10 per cent. in the near future.

Assuming that the fuel used in the gas turbine costs the same as oil fuel, the overall economy will be in favour of the turbine, as it will show a saving of at least 75. per cent. in the cost of maintenance alone.

Contrary to general belief, the turbine can run for extremely long periods without the need for other than periodical inspection by mechanics, who need not necessarily be skilled. The life of # 100 b.h.p. unit has been computed as being 300,000 road miles or 10,000 unit running hours, after which service it would be replaced either by a new turbine or a reconditioned one.

It has been stated on authority that the noise will be no greater than that associated with a petrol engine and that, given proper combustion, the exhaust gases will be innocuous.

These are, indeed, far-reaching assertions, but they are supported by qualified engineers following intensive research and development work.

The gas turbine being a perfect torque converter, there is no need for a clutch or gearbox, and such a chassis should be considerably lighter than its oil-engined counterpart. A turbine unit capable of developing a maximum torque of 240 lb.-ft., complete with all auxiliaries, would weigh about 400 lb., compared with 1,670 lb. for the equivalent oil engine and its auxiliaries.

Thus there would be considerable increases in the payload capacity of the turbine-driven vehicle, which would make another contribution to operating economy.

In passenger-vehicle service there would be much to commend it, more particularly, perhaps, for the ease of driver control and the smooth take-up which would contribute to passenger comfort.

The advent of the gas turbine for road vehicles could change all present concepts of transport by road, but the faster and smoother travel resulting from its use could never be exploited to the full with a trunk road system such as exists in Britain today.

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