Experiences of Coal-gas.
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Ma. 2.
Some Notes from
We continue to receive encouraging reports from many quarters concerning the use of coal-gas on
416petrol-engined vehicles, in all cases, the results of experience fully substantiate the claims we have macle on behalf of this fuel. The bar preventing its more general employment is certainly not that of inefficiency, nor of the lack of power consequent upon its use ; the present difficulty is undoubtedly the limitation of carrying 'capacity for the fuel, and the lack of facilities for re-charging. The very keen interest which is being evinced by members of the gas industry may be taken as a sign that these facilities will very soon be provided.. In the meantime, the relation of such experiences as we have Collected for .publication in this series cannot fail to be of interest.
Coal-gas on Bath Buses. .
Our second article concerns its use by the Bath Electric Tramways, Ltd. For, the notes which form thd foundation for this short article, we are indebted to Mr. W. E. Hardy, M.I.M.E., who i& the general manager and engineer to the company. This _concern has now two buses equipped for using coal-gas. One has been in use for some time, the second has only recently been fitted with the flexible gas-holder and connections.
Low Price.of Fuel.
As regards the price of this fuel, Bath is happily situated. There must be very few towns at present where gas can be obtained at 2s. per 1000 cubic feet, which is the price which the Tramways Co. is paying. Mr-Hardy informs us that he has found that 300 cubic ft. of gas is approximately equivalent to one gallon of petrol, and he estimates that his cost for fuel is a small fraction over one penny per mile run. We are not informed as to whether this figure is the result of a fullyloaded test, Or whether it is based on the average consumption of the bus over the period of time during which it has been in general use, either conveying passengers or running light. It is evident that the average mileage per 300 cubic ft. is approximately seven, which is equivalent to 23 miles per 1000 cubic ft. Comparing gas with petrol, 300 cubic ft., costing .7.2d., are equivalent to one gallon of petrol at its present price.
Barton's Arrangements Copied.
As our illustrations show, Mr. Hardy has adopted ahnost in its entirety the arrangement described in
Our issue of 21st September last as being in use at Beeston on Mr. Barton's buses. The flexible gasholder carried on the top of the bus is connected with the induction pipe by a half-inch gas pipe. The supply of gas is controlled by a small cock fixed as close to the induction pipe as possible, and the satire control lever which ordinarily .operates the carburetter throttle valve, also effects the opening and closing of this cock. If, either from shortage of gas or from other causes, the driver wishes to use petrol, it is only necessary for him to turn off the gas and turn on the petrol ; this he can do without leaving his seat, it is not even necessary to stop the engine. The gas tap which cuts off the supply is situated in this half-inch pipe and close to the steering wheel. It serves to cut off the supply entirely, so that opening and closing of the small cock near the induction pipe has then no effect. The petrol tap is at the end of the driver's cushion, and may be seen to the extreme left of one of our illustrations. The gas-holder is filled through a 2-in, pipe, which may be seen extending down to the dash. In order to save time during the filling operation it is intended shortly to increase the diameter of this pipe to 3 ins. The capacity of the holder is froth 800 to 900 cubic ft. of gas.
Loss of Power Experienced. Excess of Air Probable Cause.
On the road, until quite recently, Mr. Hardy has experienced a certain _loss of power. It has been found difficult with the first bus which was equipped to climb heavy gradients on gas, and even slight inclines have only been tackled by dropping down from the top gear. In order to overcome this difficulty, it has been usual to turn on petrol for steep hills. Even so, the economy in petrol has been such as to make it worth while to continue to experiment with gas, and as a result, the latest information to hand concerning the second bus is that Mr:. Hardy finds he is now able to use gas alone throughout the whole of the journey, the power of this bus being found sufficient to enable it to 'climb' the -steepest gradients. We are not informed. precisely as to the difference between these two buses; we cannot, therefore, judge as to why a better result is obtained with the second than with the first. It is, however, within our knowledge that in many cases the loss of power is due to the gas being used in conjunction with too much air. Probably, if, on number one bus, some means be adopted of, reducing the proportion of air to gas, filo
_result will be an access of power which will render occasional itse of petrol for hill-climbing quite unnecessary.
Flexible Holders Held by Restraining Bands.
It will be observed that the gas containers on these buses are held in position by means of restraining bands, in addition to the eyeletted tabs which are ordinarily found sufficient for the purpose. There are two reasons for this procedure, which in ordinary circumstances is to be deprecated on account of the wearing, effect on the fabric of the holder ; one being that without the bands the holder does not fill out evenly, but rises in the centre ; this naturally makes the holder higher than would otherwise be necessary, and would have the effect of causing it to come into contact with the underside of several low bridges which have to be negotiated were it not for the bands.
Secondly, it has been found that the eyeietted tabs wear much better with the bands in position. Mr. Hardy informs us that he has not experienced any excessive wear of the fabric owing to the use of these bands.
Compressed Gas Not Yet Tried.
No attempt has yet been made by the Bath company to utilize rigid containers or to use the gas under pressure. Apparently the container is filled direct from the ordinary mains and subject to the' ordinary pressure therein. We are not informed what this pressure is. We are happy to state that Mr. Hardy will be pleased at,all times to give facilities for bona fide inquirers to examine into the working of his buses. He will he pleased to supply any information for which he may be asked, and we understand that he is shortly hoping to experiment with one of the White and Poppe carburetters adapted for use with coal-gas.