Why Restrict the Use of Gas Where Gas is Available
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? THE EFFORTS of those entrusted with the task of effecting all-round economies in, liquid motor" fuels have been so far successful that—without divulging information useful, oven if not comforting, to the enemy—it may safely be said that the situation is easier and that the stocks of such fuels in the country are considerably greater than they have been for some time. Taking into view the most recent restrictions upon the use of gas as a motor fuel, we have the uneasy feeling that those in command look at the figures contained in the periodical reports of such stocks, give a wise shake of the head, murmur thoughtfully, "With all that petrol in the country we can advantageously reduce the consumption of gas," issue an order accordingly, and go borne feeling that they have done a good day's work and brought the nation nearer to the day of victory, oblivious of the fact that the petrol has not been rendered available for civilian transport by their action.
So, there is the feeling that, in setting the southern boundary of the permitted zone for new applications for gas permits for motor vehicles (and only for public-service vehicles at that) along the southern borders of Durham and Westmorland, consideration has not been given to the possibility that certain gas undertakings situated in areas south of that line are not only capable of supplying gas to motor vehicles in larger quantities than they are at present doing, but are willing and anxious to do so.
We fully believe that of motor transport little else than that which is really essential is on the roads to-day, and that, in a number of areas south of Northumbria, gas could, with national economy, be used in place of petrol, if discrimination in the matter of restriction were employed. In other words, it is unsound policy to draw so definite and hard-and-fast a line as that now drawn. The gas undertakings should be consulted and, where it is found possible and advantageous to use gas for transport, every encouragement should be7given to use it.
Border Line Cases in Gas Equipment.
THIS BRINGS as to another point. A large number of owners of vehicles were caught without gas permits when the recent order of the Board of Trade was promulgated prohibiting the issue of further permits except for public utility services operating north of the southern boundary of Durham and Westmorland. These owners had placed orders for gas Containers, had altered their vehicles and made structural and other arrangements for the supply of gas, so that transport could be kept running and petrol conserved, as was the Government's wish. Of course, there always has to be a border line, and cases on the border line are invariably hard. But, in view of all "that had officially been done beforehand to induce motor vehicle owners so to convert their vehicles that they could run on another kind of fuel, we think that a means should be found to enable the Petrol Controller, in his administration under the Motor Spirit (Consolidation) and Gas Restriction Order of 3rd January, 1918, to bring all such cases of hardship within the provisions concerning "special cases" which 'are contained in the more recent Board of Trade order imposing restrictions upon the consumption of gas and electricity.
Section 13 of part 5 of that order would seem to provide the means for meting out justice to those who set out to use gas on their vehicles ahead of any intimation that there would be a refusal of new permits. , As we have already pointed out, the situation with regard to any one fuel and its availability for transport purposes varies almost from day to day—certainly from one week te the next. That being so, the .best way to keep essential transport moving and to make the best use of the fuel for the time being most readily obtainable, is to arrange for every vehicle to be so equipped that it can run on any of the useful fuels. The sweeping orders of the Board Of Trade are actually dikobraging to this line of action, with.the reSult that many owners of vehicles are persisting in relying solely upon petrol, using all their arguments to secure supPliel, whereas wise discrimination may show that gas could, in very many eases, be used with advantage.
A Development Committee , for the Motor Industry. FROM THE VERY brief statement at present issued and published in our last issue, it is extremely difficult to gauge accurately the importance of the announcement that a branch committee for the motor industry has been formed in connection with 'the Engineering Trades (New Industries) Committee.
The first question, that occurs to us is, perhaps, whether the motor vehicle really comes within the category of the product of a new industry at all. But, from all that we can learn, it is not wise to lay too much stress on this part of the title of a body which will presumably work in the interests of all industries new enough.to be subject to fresh developments and the introduction of fresh designs. We imagine that the main -committee will act as a kind of link between all the various sections of the engineering industries, so that the various branch committees may not be in. the dark as to what the other branch -committees are
doing. This should serve to avoid overlapping and the adoption of conflicting policies. At the same time, one would imagine that it must be the branch committees that will do the bulk of the executive work, because each one Of these committees will be a homogeneous body competent to serve some particular section of the industry which has its own special case and requirements.
As to the composition of the motor committee this is, as we are assured, representative of the various groups within this industry. From the point of view of the commercial vehicle, there is no fault to find with its constitution, since its chairman, who is also, a member of the main committee, is a very prominent leader in this particular branch of the motor in dustry, and one whose energy and breadth of outlook have brought him rapidly to the forefront. At least one other member of the committee has been closely associated with commercial thoter developinents for many years, and has experienee Which should fit him. to realize haw closely the interests of the users and the manufacturer are interlinked, It is difficult to see how the industry can prepare adequately for the period of reconstruction without, at least, incidentally serving the interests of the users in rean'y ways. For example, the manufacturer will
find the need of extending his markets in this country as well as abroad to a very considerable degree, in, order to ensure the absorption of his greatlyincreased output. His ability to sell depends upon the ability and willingness of the user to buy, which, in turn, depends on the conditions under which the user is permitted to operate the vehicles.
If, for instance, local authorities are to have powers which will enable them, to all intents and purposes, to throttle motorbus developments by making the granting of licences subject to the payment of unlimited dues or taxes, then the demand for motorbus chassis will be small. A similar result would follow if public service and .commercial vehicles, or' the fuel used by them, were. excessively
taxed, or if the fuel question, as a whole, were so -Very neglected and shelved as to lead to the price being permanently exorbitant.
Again, reconstruction in respect of the use of motors is largely dependent on the adequacy of our programme for dealing with the roads and for making them better fitted for motor traffic.
• It is only on the question of first cost of a vehicle that the manufacturer and the User are liable to
differ seriously in principle. When it comes to the question of operating costs, their objects are identical, namely, the greatest possible economy.
The cheaper the vehicles can be run, the more of them will be sold and used, and the cost of. running is obviously dependent partly upon the condition of the roads.
We are, of course, at present merely speculating as to the sphere in which this newly-formed com mittee will operate, but; if our estimate of its scope
is altogether wrong, it is difficult to see what it can be really intended for, unless it is to be limited
strictly to purely industrial matters connected with the supply of materials either now or later on. This hardly seems likely, and, therefore, while awaiting further announcements of a more illuminating
character, we feel justified in drawing our own conclusions, which are to the effect that, provided ade quate means of collaboration between the user and manufacturer exist in some other quarter, the com 015 rnittee in question will be fully able and ready to serve what are really the identical interests of both these sections of the community.
Pitch for Fuel.
AS THE DIFFICULTIES in the movement of coal-become accentuated, greater significance attaches to the ingenuity and enterprise which • are being manifested towards the more economical of other combustible materials, which, heretofore, have not aroused more than a fleeting thought, owing to the easier availability and coritriarative cheapness of the generally-accepted media for raising power. Among these—what may be termed—makeshifts is to be reckoned pitch ; not the residual from the fractional distillation of petroleum, but that derived from the distillation of coal. The urgent need for gas for explosives and power, especially in munition and shipbuilding circles, has resulted in huge quantities of this little-used product becoming aoeumulated, the disposal of which promises to develop into a problem of no mean order.
Hitherto, pitch has not been considered of material economical value except for roofing purposes, water. proofing, and for paving roads, which applications to-day are unable to absorb the piles around our tar distilleries. The yield of pitch 'per ton of tar is somewhat pronounced, averaging, approximately, 50 per cent. Yet it is an excellent fuel, provided accurate means are employed for its combustion, inasmuch as its calorific value is very high, being in the heighbourhood of 16,000 British Thermal Units.
At the moment, efforts are being concentrated upon its combustion under stationary boilers ; but, Seeing that a promising invention has recently been perfected for its combustion with coke, there opens the avenue of its application to the g6neratioh of power upon mobile units such as steam wagons. Even its use in conjunction with internal-condbustion engines is not being ignored, more than one patent having been taken out of late to facilitate its use in this direction. So far a-s the latter aPplication is concerned, the main issue is to render the material sufficiently fluid for the purpose, but we understand that this difficulty has been in a great measure surmounted. Indeed, at the instigation of the authori-, ties, experiments are being conducted with mixtures of pitch and creosote to determine how far the results can be carded towards success to justify development upon an extensive scale.
Naturally, the Diesel engine suggests itself as an excellent type of prime mover for the utilization of such a fuel, and the general practice is to use it in conjunction with some form of pilot apparatus, a small proportion of petroleum being driven into the cylinder immediately preceding the entrance of the combined creosote and pitch. By means of the pilot charge, it is stated to be easier to maintain the temperature within the cylinder to the required degree to bring about the combustion of the denser fuel.
In so far as. the steam wagon is concerned, the perfection of means of bringing about the combustion of any fuel must prove of incalculable benefit in view of the growing stringency in the coal situation. Already steam users are being urged to burn coke instead of coal, thus contributing towards the economical working off of the big accumulation of this-residue which has resulted from the abnormal activity in e2.cplasives production. It is, therefore, quite possible that, in course of time, steam users may be called upon to assist in the consumption of the vast quantities of pitch which have been simultaneously athassed, and for which, at the moment, no sufficient outlet exists. By doing so, especially in conjunction with coke, not only will two birds be killed with one stone, but, at the same time, the significance of another bête noire of the gas engineer will become minimized. We refer to naphthalene, which is likewise accumulating somewhat disconcertingly, and with which' ingenious efforts are being made to adapt it as a fuel for inter nal-combustion •engines. Our readers will doubtless recall the article we published a few weeks ago concerning this issue. But, if pitch can be adapted as a fuel for steam wagons, it will be more profitable to retain this constituent in the denser residual, instead of separating it therefrom, inasmuch as its presence will facilitate combustion. The development is of such wide importance, and is sure to create a deal ot interest, that we propose to revert to it, and to describe the latest development in this direction in detail in a future issue.