Producer-gas Facts and Figures
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A Letter Strongly Criticising the Employment of Producer Gas is Replied to by Several Well-known Makers and Others interested in the Subject
0 N October 23 we received a letter strongly criticising the use of producer-gas on motor vehicles and the equipment for supplying it. The subject is one of peculiar interest at the present time and we considered that it would be unfair and injudicious to publish this letter without giving the producer-gas interests the opportunity of replying to it at the same time. Although the letter in question appeared elsewhere, we have received many expressions of appreciation as to our just attitude in this matter. We now give the original letter and the remarks which it elicited.
* GAS-PRODUCER SCOPE VERY LIMITED NATURALLY, in my position as executive engineer in charge of transport, I am not only -advised by all manufacturers of developments in possible alternatives to petrol or oil fuel, in time of war, but I also observe all that is said both, in the technical and in the lay Press.
In spite of the fact that prior to the war I frequently wrote articles in the technical Press requesting vital information on these alternatives, there is still nothing forthcoming in the matter of clear and explicit statements regarding costs.
I would state that any alternative fabricated or supplied from our own internal resources is nationally better for us, but individually the greatest hardship can be inflicted by misleading statements giving incorrect perceptions of the position.
I do not propose to review every alternative but would cite one which is very much in the public eye at the moment. i.e. producer gas. An outstanding statement is that producer gas is an alternative fuel which is much cheaper than petrol, but this statement is seldom qualified by the fact that it is a poor alternative in the matter of power output, or that, power for power, it is not much cheaper_ The most important thing—which is left unsaid, however— is the bearing not on cost but on revenue, due to the fact that in the majority of applications there is such reduction in the legal permitted speed as seriously to interfere with vehicle traffic output and' therefore to constitute a consequent loss of revenue.
Again, assuming one of these producer plants to weigh in the neighbourhood of half a ton—or whatever they do weigh—there is either a reduction in pay-load to this amount or overloading to that extent, and the reduction in payload and consequent revenue may, in the case I have in mind, amount to as much as £250 per annum on this account alone.
Whatever additional time is taken to start up and close down this plant has to be paid for, and this item, for a year's working, can amount to quite a considerable sum. There is also no explicit statement given of a guaranteed maintenance figure, but there must be additional maintenance. Seldom is an additional depreciation figure mentioned on account of capital expenditure, yet it can put up the vehicle depreciation figure in some cases to as much as a further 25 per cent.
There is a loss in earning capacity due to the reduction in 'power output; this, admittedly, is difficult to assess, but must have a considerable bearing on the cost.
Our own experience in using one of these plants, taking into consideration all the factors that I have enumerated above (I feel sure also that you will agree there is much which could be elaborated were space not E0 valuable). has shown that the operating costs of. vehicles so fitted is materially increased over that of vehicles operating on petrol.
Nothing has been said about a:standardized distribution
system or the marketing of this fuel, nothing has been said of the possibilities of large quantities of these plants being available in war time when steel and labour are required for other more vital services; nothing has been said about the necessity of at least semi-skilled ability to handle these plants, etc.
In conclusion, it is advisable to draw attention to the fact that at the moment no alternatives, whether gas, coal or vegetable oils, are taxed, se that if a comparison bemade between them and tax-free petrol they will be found to be so far out of it in the matter of cost as to be really not worth considering.
I feel sure that you would render a service to your readers by giving a clear statement on the points I have raised, preferably supported by the manufacturers' views.
JOHN WALTON, chief engineer,
Mechanical Transport, Lever Brothers and Unilever Limited.
London, S.E.1.
*CRITICISMS WIDE OF THE MARK IHAVE read with interest Mr. John Walton's remarks 1 on the subject of producer gas and as they appear to me rather wide of the mark I would like to make a few observations from my experience of this method of propulsion.
In the first place his assumption is based on the conversion of existing petrol engines without any major modification. In course of time this temporary expedient will be replaced by having engines designed for producer gas.
In many cases the weight of the producer-gas plant does not encroach on the pay-load, but only when material of high bulk density is carried. His figure of £250 per annum is obviously an exceptional case.
Starting-up time (with the Gohin-Poulenc plant) is from two to four minutes and cleaning out and refuelling for the day's run (15 minutes) does not amount to a considerable handicap. Even a petrol vehicle must be warmed up and when a number of gas-producer vehicles is employed in one depot, servicing can be done by one man for all of them.
Experience of over 14 years on the Continent he proved that the small maintenance required by the producer-gas plant is entirely offset by the reduced maintenance on the engine. The figure of 25 per cent, given is beyond all reason.
Whilst admitting that the loss of power is substantial with some makes of engine, alternatively there is a large number suitable for conversion, where the loss does not exceed 25 per cent. Also many makes of engine have sufficient reserves of power to make this percentage of lo-s
The question of distribution of fuel is well to the fore in the minds of gas-producer manufacturers and will ultimately be solved as the use of gas-producer vehicles makes it necessary. Obviously such distribution cannot be undertaken prior to vehicles using such fuel being available.
The quantity of steel required for the fabrication of a producer-gas plant is now so small, thanks to continued improvement in design, that even if plants were made by the thousand it is not likely to encroach on the resources
of the. country. It is quite possible•that in war time oil might be even more valuable than steel.
Fuels alternative to oil are not likely to be taxed. The vast sums of money that have been sunk in hydrogenation, benzoic extraction, etc., would not have been forthcoming without Government assurande being given. Why should there be any discrimination in the matter of another home-produced fuel which, by the way, may help our great mining industry. It is certain that tax-free petrol can be nothing more than a dream of the distant future.
Experience has shown that a capable lorry or bus driver with reasonable tuition can master in a reasonably short time the technique required to run a lorry fitted with a simple type of producer-gas plant.
P. C. CHASE, managing director, London, S.W.L BritiSh Gazogenes Ltd.
* ADDITIONAL COST QUICKLY. BALANCED THE letter from Mr. J. Walton cannot, surely, remain unanswered. Such an expert in such a dominant position in commerce and transport demands a reply,
Quite clearly (from the letter) is it to be perceived that, despite the great organization at his command, Mr. Walton has not kept pace with, nor has he been informed of, the existing gas-producer position: generalizations constituting destructive criticism are simple to make, but it is surpris ing to find them made by one possessing authority. Also is it more, surprising that attention is drawn to " legal permitted speed " thus emphasizing one aspect of the impositions by the Revenue on taxation or licence accounts, whilst, very naively, comparing, or desiring to compare, tax-free fuels with tax-free petrol.
To-day we are not dealing with surmises or intricate arguments, but are facing established facts and conditions.
A very old quip, somewhat garbled, that " Nero fiddled while Rome was burning," appears aptly to apply in this instance: The facts are that oil and petrol fuels are being rationed, that they are highly (too highly, maybe) taxed, that legal-speed limitations, coupled with licence fees, exist, that producer-gas combustibles are not taxed, that oil and petrol-fuel vehicles are being requisitioned, that fleet.
owners find difficulty in maintaining services, that the use of home-produced combustibles substantially decreases the convoyed importation of overseas as, and that, home production and home employment are at last being regarded' as matters of great importance.
Let us deal with these facts and use every effort to popularize, the use of producer gas derived from home produced combustibles and, while bearing in mind the established economies in running costs and expenses, endeavour to minimize maintenance and operation expense. It is now accepted that -the modern well-designed gasproducer unit with almost any standard internal-combustion engine, provides gas giving a constant power performance of 70 per cent. of normal rated petrol performance. It is also accepted that there is freedom from carbonization and from adverse effects on lubricants. How many tens of thousands of petrol engines run down to 60 per cent., or less, of their maximum rated power output? Frequent decarbonization of petrol motors has not been mentioned by Mr. Walton, nor does he give any data of actual averaged petrol-motor power output over a period—he is content with critical generalities.
Again, dealing with facts, there are, undoubtedly, many vehicles of chassis weight such that the addition of a few pounds will bring them into higher-taxation and lower speed categories. On the other hand there are large numbers which permit of an increased weight of 3-6 cwt. before their unladen weight brings them into such higher classes, Mr. Walton suggests that the weight of a gas-producer is " half:a-ton—or whatever they do weigh." He is, I fear, lamentably unaware of the actual weight and not, therefore, quite as up to date as is claimed.
Pay-load is inevitably affected. It is obvious that every seat in a passenger vehicle represents valuable revenue and that every pound of pay-load lost also affects revenue, but it must be a. mightily heavy and cumbersome gas producer, fitted to a vehicle which invariably carries maximum load, to account for a loss of £250 per annum.
It is a fleet owners' dream invariably to carry a full load. Who is the lucky man? It would be interesting to have details and to be able at once both to sympathize on the excessive gas-producer weight and to congratulate on the invariable full pay-bad.
Personal experience demonstrates that starting up a welldesigned gas-producer unit occupies 35-50 secs, for fuel ignition and 4-54 mins. to ensure full gas. Closing down occupies from a few seconds to 2-3 mins. Maintenance is no greater than that of a petrol or oil vehicle. How the vehicle-depreciation figufe can be put up to 25 per cent, because of the fitting of a gas producer is entirely beyond me, and is illustrative of the destructively critical generalizations of which your correspondent's letter is full. The economy in fuel costs, as compared with petrol costs, is such that within a period of a few months the total cost of the gas producer and its fitting may be written off. Further, any person who can handle a petrol-driven vehicle can equally well handle a gas-producer vehicle. Why " "? What does that term mean? Even a driver who knows naught about motors is at least " " and, indeed, must be to obtain his driving licence. The nastiest and most futile comparison is of the tax-free combustible with the tax-free petrol. There " ain't no such bird " as tax-free petrol and has not been for many yea rs, nor is there likely to be for many years to come.
London, S,W.1. N. A. AnAms, secretary, for Gas Producers (Bellay), Ltd.
* PRODUCER-GAS PROBLEMS SUFFICIENTLY SOLVED
I HAVE recently returned from China, where I have been 1privileged to study, as a friend and at first-hand, as gallant a fight against aggression " as this world will, ever see. Every port and railway of their own in enemy hands, the freedom of one-fourth of the world's population depends on road transport beyond the useful physical range. of imported fuels.—cost apart. It will not serve to say that there is no moral for us, who, two months since, embarked on what threatens to be a world war.
Forgive me, then, if I feel compelled, at long last, to say that the present position here of producer gas for road transport is pathetic, if not tragic.
In the light of understanding, the prolonged and incomplete " inquiry " of Government, the timorous approach of so many vehicle manufacturers, the peace-time doubts of vehicle users, the confusion as to suitable fuels and their supply, the light-hearted invasion of new gas-plant vendors, not to mention the exhaustion of those who have maintained the unequal struggle for long years—all combine to make a sorry andsinister picture.
I say sinister, because the confusion as to the truth is doubly confounded by action and correspondence so illconsidered as to suggest inspiration by more than folly or ignorance.
When the dust has cleared, which we all trust may not be too long deferred, it will be clear that, especially with the road vehicle, the problem of gas-making and gas-using has been solved sufficiently long since for purposes of crisis, more so in this than in any other country, and, moreover, that the solution rests more on practical knowledge and experience than on theory or patent rights. Necessity is the mother of invention.
The post-war future of any fuel will be resolved accordkng to the merits or demerits of progress made during hostilities, and of the usual peace-time " economics."
I am at your service if there is anything that can be done (for such as desire the truth without fear) by one who, with others, has laboured for 12 years. so that in this crisis we should not be unprepared.
• I am not unmindful that for long years in your columns facts have been faithfully examined and convictions expressed which will not now long lack justification. (MAJOR) J. A. IVIACDONALD, D.S.O., M.C. London, S.W.1.