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OPINIONS and QUERIES

6th April 1940, Page 34
6th April 1940
Page 34
Page 34, 6th April 1940 — OPINIONS and QUERIES
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MORE ON FUEL FOR PRODUCER GAS

I N his letter published on March 16, Mr. Holder, of the Dupuy Gas Co., says that I am out of date with my prices for producer fuels. He is right. I was too busy experimenting with carbon monoxide to notice the sudden rise. I think that I have them right now.

Progasite (anthracite), specially dried, delivered to wholesaler in England, Wales or Southern Scotland, full wagon loads of 7-10 tons, 92s 6d. per ton. According to Mr. Holder, the retail price to the smaller user is 120s. per ton. In October the price was 52s. 6d. in bags at colliery, or about 46s. in bulk.

Suncole, specially dried, price also 92s. 6d., delivered wholesale in wagon loads at nearest station England. Wales or Southern Scotland, but the controlled retail selling price to users in less than truck loads is 122s. 6d. In January I bought at 51s. per ton at colliery.

Motor Coalite : This fuel is apparently the cheapest, being 90s., less allowance of 5s. collection charges and another 5s. to the wholesaler, making only 80s. f.o.r. nearest station.

Thus, Messrs. Senior and Monck were about right at 90s. per ton. They evidently meant the price to user. It is somewhat difficult to understand, however, that whilst anthracite is a natural fuel the others are manufactured and have to pass through several processes, during which, I understand, there is considerable loss in dust, etc. Yet the price of Progasite and Suncole are about equal. It therefore appears that Motor Coalite may win and be in great demand.

Leeds. W. H. GODDARD.

GAS PRODUCERS PRACTICABLE IF NOT IDEAL

I HAVE read with considerable interest the voluminous

correspondence regarding producer gas which has been published in your columns, and will be glad if you will include the points which I raise. One which has struck me as most evident is how very much we are all searching about in the darkness. I append a few facts which will help us all a little farther along the road.

First is established the fact that producer gas can operate internal-combustion engines. This must be brought to the notice of all users of road vehicles as being definite and conclusive. How well it does so and what power is provided will be best judged when a considerably larger volume of information from experienced road operators using gas producers of various designs under load conditions has been collated and the information thoroughly dissected.

To-day, all gas-producer manufacturers promise much, but how much is performed only the actual user can say. At least, this part of their promise is fulfilled, i.e., that with producer gas their fuel supplies are unrestricted for at least five years, and in the present turbulent times under which we operate that knowledge is an all-important factor.

As a result of the foregoing statement, most operators will ask the following questions:- (1) What fuel can your producer use?

(2) Can we be certain that this fuel will be available in sufficient quantities when we have converted to producer gas?

(3) What price will we have to pay for this fuel?

(4) Can we expect producer gas to pull our loads?

(5) What mileage can we expect? Here are my answers:— (1) Experience will prove that all gas producers can use every type of gas-producer fuel on the market.

(2) There will always be plenty of fuel. In the same way that users put up with Pool petrol, instead of their special brand of spirit, there will always be a home-produced alternative to their own special gas-producer fuel.

(3) We look to the Government for protection from profiteering in all industries, and we will do our utmost to ensure only a fair price being charged for the fuel you have decided to use.

(4) You can expect your gas-producer vehicle to operate always, but in the same way as you would not expect an 8 h.p. car to take 12 passengers comfortably o .1 a journey, so you must adjust your load to the ability of the vehicle to carry it after conversion. The same applies to your -time table—adjust it and do not blame the gas producer.

(5) I once bought a brand-new car guaranteed to do 30 m.p.g. I could get only 24 m.p.g. out of it. A friend with the same model managed to get 32 m.p.g. This applies pro rata to gas producers. Results will depend entirely upon your ability to adjust yourself to this new fuel and get the best out of it.

Remember always that when you are damning the producer you have fitted, there are many others who have fitted the same job and are satisfied with it. This remark applies to every make of gas producer.

London, W.11. JOHN HOLDER, Director, For Dupuy Gas Producers, Ltd.

CONVERTING A VEHICLE ENGINE FOR STATIONARY WORK

WOULD it be possible to rig-up a commercial-vehicle " engine directly onto a concrete bed, or would it be necessary to submerge part of the chassis in this, and then build up the engine on top? I wish to couple-up an engine of this type to a dynamo, with either direct or belt transmission. The dynamo is not a large one, but has a big output, whilst very little energy is needed to operate it.

Also, for an engine of 12 h.p. operating in this manner, what would be the petrol allowance? It will have to supply a large house with electric current. There are, of course, large storage batteries, so that the engine would not be running all the time.

Again, what would be the petrol allowance for a light commercial vehicle (also of 12 h.p.) if it were registered as a land tractor? I am going to use one such vehicle on a 40-acre farm, although, of course, there are several other horse-drawn ploughs. J. R. Hovr. Worksop.

[It would be quite possible to rig up a commercial-vehicle transport engine on a concrete bed, but it would be advisable to use concrete pillars to which the enginebearer arms could be secured. This would allow access of air to the sump, as it is important to keep the oil cool, particularly where an engine is under constant load. Regarding the supply of petrol for a house-lighting plant, application for an allowance of petrol for use in this engine should be made on form R(M.S.)5, which is obtainable at local taxation offices or at any post office that deals with motor-licensing business. The form, duly filled in, should be forwarded to the Divisional Petroleum Officer for the area in which the engine is to be used. The application will then receive consideration in accordance with the details and information given in reply to the question on the form. With reference to your last paragraph, as the vehicle is to be used as a tractor under an F licence, an application must be made to the Divisional Petroleum Officer for fuel allowances..—En.]

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People: JOHN HOLDER
Locations: London, Leeds

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