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The Use of Producer Gas.

15th May 1919, Page 1
15th May 1919
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Page 1, 15th May 1919 — The Use of Producer Gas.
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Which of the following most accurately describes the problem?

WE HAVE TREATED recently, in The Commercial Motor, of experiments that have been conducted with a view to establishing the practicability and reliability of gas-producer plants for use in connection with road haulage. It may be pertinent to this subject briefly to set forth the fundamental thermal considerations that are at stake, and for this purpose the best course will be to construct a comparative statement showing the number of B.Th.U. in 100 cubic inches of combustible mixture, in the respective oases of petrol, producer gas, and stripped town gas.

With regard to producer gas, all calculations are based upon the following typical analyses, representing four different examples of such gas : The heat value of the above examples of producer gas is in the vicinity of 140 B.Th.U. per cubic ft., and the gas requires not more than 1.25 volume of air to each volume of gas in order to ensure complete combustion. It may be mentioned, incidentally, that the best power results require a compression of anything from 130 lb. to 140 lb. on the square inch, and it is for this reason that one cannot expect to get power strictly in the ratio of the B.Th.U. taken into the cylinder per induction stroke from any unaltered petrol engine. Practical tests on the highway tend to show that at least 80 per cent. of the fall power is obtainable, without alteration of the compression. From this it is determined that the mixture of producer gas and air, as used in an internal-combustion engine, contains 3.7 -13.Th.U. per 100 cubic inches. The engineering department of the L.G.O.C. has conducted a number of bench tests and the figures obtained by it for petrol at full load (0.47 cubic foot, equals .81.a cubic inches),, show 4.4 B.Th.U. per 100 cubic inches, of combustible mixture going into the cylinder. If it were possible slightly. to reduce the air proportion of '1.25 to 1 of producer gas, so that equal volumes of air and producer gas Were employed, without sacrifice of power, each 100 cubic inches of the combustible gas would contain • 4.05 B.Th.U., instead of 3.7. The approach of equality to the heat value of petrol, due to the lower proportion of air necessary to ensure complete combustion, is the striking point to be noted. In the case of town gas, assuming a calorific value of 500 B.Th.U. per cubic foot; assuming, also, the combustible mixture to be composed of 8 of air to 1 of the gas ; it is evident that the number of B.Th.U. per 100 cubic inches will be 3.21. Of the air taken in with the fuel only One-fifth produces any chemical effect, the Other fonr-fifths, being nitrogen, passes in and out unaltered. If only 'oxygen could be used instead of air, a larger volume of fuel could, of course, be taken in.

• The conclusion to be drawn from this is that, although the calorific value of producet gas is comparatively small-say 140 B.Th.U. per cubic foot as against 500 B.Th.U. per cubic foot in the case of town gas-the prima facie view that sufficient power cannot be obtained from it in tri unaltered engine is really not justified. Producer gas is a much more serviceable gas than one would at first blush be inclined to think. Its calorific value may be low, but calorific value is not a measure of the horse-power obtainable. • That producer gas is a very cheap fuel has been known for a long time ; the number of stationary plants running in this and other countries is so very great ,that there is nothing out of the common at all in the commercial use of producer gas. After all, the low Calorific value of the gas is compensated by the much smaller proportion of air in the combustible mixture that is involved in its use ; so much is this so, that the number of B.Th.U. per 100 cubic feet of producer gas is only 16 per cent, legs than in the case of petrol, and actually 15 per cent. greater than in that of town gas.

Manufacturers and the Slough Inquiry E ANTICIPATE that, when evidence is given on behalf of motor manufacturing interests before the committee conducting the Slough inquiry, the point chiefly accentuated will be that connected with the offer to repair vehicles made last 'summer by the manufacturers collectively :through the Association of British and Allied Motor. Manufac.. turers.

Government witnesses have tried to convince the Committee that this offer was a mere casual guess, based upon no sort of reasoning. or calculation, and not to be regarded as a serious proposal. The proposal, as we understand it, was that the manufacturers would undertake to conduct repairs at the rate of 250 vehicles per week, provided that the Government would release 1,000 men for the purpose and 023

would finance the arrangement by a loan of 2250,000 for the prirpose of buildings and plant. This offer was made after committee meetings at which the manufacturers individually signified the extent to which they were prepared to co-operate. Several of the manufacturers had previously prepared detailed schemes for the repair of their own vehicles in quantity. They were therefore in a reasonably good position to estimate the labour and capital involved. Moreover, if the 2250,000 had in the result proved inadequate, the supply of the balance necessary would have been a responsibility of the manufacturers.

We ean see nothing in this offer which would justify the Government in turning it down without evenaasking for further details or explanations, particularly when we remember that the alternative was admitted to involve an expenditure—not merely a loan—estimated, even at first, at a millioupourids, and, subsequently, at something in the neighbourhood of two millions. We anticipate that, when the full evidence has been taken, the committee will have great difficulty in sympathizing with the Government's policy in this matter, and will be convinced, as we are that the real reason for the refusal of the industry's offer was a fixed determination to go forward with the Slough project at all costs and to consider no alternative.

When Shall the Next Show be Held ?

THERE IS TALK of the next Commercial Vehicle Exhibition at Olympia being held in February or March of next year, but, if it is not too late for discussion, we may perhaps express a doubt as to whether this date would be the most suitable. Many commercial vehicle manufacturers are, for the time being, working along the lines of least resistance, with the object of securing good quantity output rather than of immediately introducing new models notably different from their predecessors.

It may well be that an exhibition held later in 1920 would be more generally representative of the real post-war position of the products of the industry. In the past, commercial vehicle exhibitionshave generally been held. during the summer months. 'There is a good deal to be said in favour of this policy, particularly if, as on the last occasion, it is desired to secure a good attendance of representatives from various portions of the Empire overseas. The number of visitors from the Dominions is generally at its maximum during the summer, and it 'is then, consequently, much easier to arrange for good representation of these important interests.

To our mind, the only real argument in favour of holding an exhibition at any earlier date is that considerable developments are to be expected in connection with rural transport and the use of pas

senger and ,goods-carrying vehicles by councils and munimpalit-es. in this dield, we have to face the competitior of various types of railed traffic and, for this purpose, is desirable to demonstrate tin ubiquity of. the motor vehicle as applied to the pur poses named. This is, however, a matter more nearly connected with body design than with chassis

The desirability of motor transport for a considerable variety of more or less unusual purposes is certainly best shown by ocular demonstration. This implies the collection in an exhibition of a variety of vehicles fitted with various special types of body, or shown in connection with interchangeable bodies or body fittings. For this particular form of propaganda, there is DO need to wait for the very latest types of chassis. The main interest focusses mainly upon the evidence of utility which the body affords

Encouraging Trade With Overseas.

HE DEPARTMENT of Overseas Trade is moving energetically in many directions. Not only is the British manufacturer being kept informed of the needs of our Dominions overseas and of foreign countries and of the best way in which the demand may be catered for, but British Consuls, Commercial Attaches and Trade Commissioners abroad are being kept thoroughly posted with the manufacturing possibilities of this country. These representatives of Britain have expressed a wish that they shall be supplied with the leading trade papers of this country, for display in their reading rooms and waiting rooms, and for close study by potential buyers of British goods and by all interested in 'Promoting trade with home manufacturers, and we have agreed to co-operate with the Department in the matter. Throughout the world, The Commercial Motor will every week carry its message from the British producer, and useful,information of the experience of British users Of commercial vehicles to those overseas who are seeking to improve their transport facilities.

In a measure, this has been done before, but, with the direct assistance of the Government in certain essential details, it can now be done much better. Our scope of usefulness can be materially widened and, with the new spirit now prevailing in the offices of our Consuls, Vice-Consuls, Commercial Attaches and Trade' Commissioners, the value of the service that can be rendered, both to manufacturer here and buyer abroad, will be considerably enhanced. We strongly recommend manufacturers to consider the advisability of occasionally addreseing, in their periodical announcements,the overseas buyer. He generally imagines that the British manufacturers are oblivious of his existence, but an occasional word directly addressed to him should pave the way to advantageous negotiation.

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Locations: Slough

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