THE GREAT COAL-GAS DEMONSTRATION.
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A Notable Success Scored : Immense Public Interest Evinced.
TEE HE FIRST dernonstratiOn ever organized of motor vehicles arranged and equipped to run on coal-gas was held on the 10th, inst. the , venue being the magnificent new commercial vehicle repair depot and garage of Mesers. John I. Thornycroft and Co., Ltd., at Pulford Street, Grosvenor Road, London, S.W., THE COMMERCIAL MOTOR and " The Motor" being responsible for its initiation, organization-and control.
Difficulties in connection with the -organization of the demonstration have been, not a few, and overcoming them has called for energy and persistence: Two early difficulties were those of discovering a .suitable place of assembly and of getting together a group of vehicles which should be sufficiently representative of the various lines of thought in the matter of what is 'reasonable ' and practical in the way of a gas equipment.
The first difficulty Was overcome .(after we had considered and dismissed a dozen possible venues) on a suggestion from Mr. Frederick G. Bristow, the secretary of the Commercial Motor Users Association. He suggested that _ Messrs. Thornycroft's new garage would, in all likelihood, be ready by the middle of October, and the directors of the company not only agreed to lend the building, but put forward every effort to accelerate its completion to the extent to which our visitors, were enabled to see for themselves.
The land on which the building is erected belongs to the Lonslon County Council, and a few years ago was occupfEd by a gas works, so that the 'first use to which the new building has been put is happily coincidental. The building is two-storied, and, in order to dispense with the need of a lift, the lower floor has been placed 8 ft. below ground level, and the upper floor 11 ft.. above the ground level, with downward and upward sloping ways with good wide sweeps. It is one of the very first buildings erected in London under the new L.C.C. rules for reinforced concrete buildings, and various considerations involvedsatisfying a large number of. official departments before the plans were finally approved.
.The lower section of the building covers an area of over 20,000 .ft. super.2 and should accommodate 60 large commercial vehicles. It is exceptionally well lighted, there is a width of 40 ft. between the columns supporting the upper floor, and the bracketing in
ferro-conerete supporting the ramp to the upper floor impels admiration from anyone qualified to study it. The upper floor is equipped as a machine tool. room, and repairs to all makes of motor vehicles will be possible, but during the war the plant will be primarily engaged on urgent Government work.
To this building we invited our guests, to the number of 1700, the majority of these having applied for tickets. Soon after the opening hour nearly a thousand people were present and (as we can tell by the number of tickets given up and the large number of private and business cards handed in by people who had not been able to apply for tickets) during the afternoon nearly 2000 people were assembled at the garage. Many Of them had travelled long distances. They represented all interests and all industries. Apart from the motor and allied trades, representatives of gas companies, public ,service concerns, ,co-operative societies, and all the varied trades and industries that cater for our complex community, Government Departments, civic and municipal authorities, the Navy, Army and police all sent their representatives to study the latest applications of fuel to known traffic requirements. Railway companies and electrical power supply organizations were also /represented.
Among the names of those present were Admiral Sir E. Slade, Admiral Sir James Bruce, Brig.-Gen. H. Palmer, J.P., V.D., Brig.-Gen. Gartside Speight, Col, Lord William Cecil, C.V.O., Col. Sir H. G. L. Holden, Lt,-Col. H. Ikea Nichol, D.S.O., Eng.-Lieut.-Comdr. S. R. night, Sir Charles Frisweli, Lady Kirby, Sir Charles, Cameron, Mr. J. W. Orde, Mr. A. W. Torkington, Mr. W. Peto, Mr. D. Citroen, Mr. T. T. Heaton, Mr. G, Cecil Gnapp, Mr. J. K. Starley, Mr. F. S. Bennett, 34., J. H. Adams, Mr. Frank Churchill: Mr. Arthur Spurrier, Mr. Cr. M. Young, Mr. J. Matighfling, Mr. Jas. Barford, Mr. Walter Munn, Mr. George Heath, Mn Leo Swain, Mn H. B. Cook, Mr. W. H. M. Burgess, Mr. Harry Parsons, Mr. G. IL Burford, Mr. Frank Lanchester, and, in fact, almost everyone of influence in the motor trade. . Some, of the. large _users of commercial vehicles whose representatives .we recognized were :—London General Omnibus Co., Thos. Walks and Co., Ltd., R. and J. Hill, Ltd., Swan and Edgar, Ltd., Eindlater, Mackie and Todd, Ltd., James Nelson and Co., Ltd., the Camden Brewery Co., Ltd., The Farnham-United Breweries, Ltd., Tilling-Stevens, Ltd., Wm. Whiteley, Ltd., West London Co-o-perative Society, Carter, Paterson and Co., Ltd,., Liebig's Meat Extract Co., Barrett and Co., of Wood Green, The Basingstoke Mineral Water Co., Bovril, Ltd., Spiers and Pond, Ltd., The Junior Army and Navy Stores, Ltd., Bristol Tramways, Chas. Raker and Co., Mann and Crossman; Ltd., Spillers and Bakers, Ltd., Lipton and Co., Ltd., Maple and Co., Ltd., Bristol Distilling Co., Ltd., The Cotton Industry Motor Transport Co., Ltd., The Watford Brewery Co. 'Ltd. Poulton and Noel, Ltd., Selfridge and Co., Ltd.:, Waring and Gillow, Ltd., Jas. Pa.seall, Ltd., john Barker and Co., Ltd., Alder
shot and District Traction Co., Ltd. .
The number of vehicles presented for demonstration exceeded 40. The3, included an omnibus, 3 charse-bancs, 3 covered lorries, 2 open lorries, 12 covered vans, a 1-ton lorry, 6 light vans, 3 private closed cars, 6 private open cars, 4 motorcycles and combinations, and 3 cars showing compressed-gas installations.
A few more days would have enabled the London General Omnibus Co. to have finished a Loudon bus equipped for the experiment of running on compressed gas ; but, as also was the case with Auto-Trailers. Ltd., the directors of which intended to show a trailer carrying gas under compression in cylinders, the difficulty and delay attending the making of small essential parts prevented assembly of the completed apparatus in time for the demonstration.
The omnibus shown was one loaned by the Bristol Tramways and Carriage Co., Ltd., and equipped with a Barton flexible gas container with a capacity of 850 cubic ft. The 'bus runs on the Avonmouth seriice, over a road offering very exacting conditions. On petrol the bus averages 5.3 miles per gallon, the 'engine dimensions being 4-1 ins, by 5-i ins., the horsepower being rated at 28, and an S.U. carburetter being fitted. Since the bus was equipped with its gas bag it has run 2500 miles, and it averages ,23 miles per 1000 cubic ft. of gas, which makes 230 cubic ft. of Bristol gas equal to a "gallon of petrol.
The gas intake has a spring-operated valve with a double bayonet catch engaging with its fellow on a valve on the meter connection, the two being capable of being opened by an exterior fitting on the meter connection. The operation of connecting up and opening the gas way is thus the work of a couple of seconds, and the valves on disconnection are definitely closed. The gas is taken by well-fitted piping to the air intake on the carburetter, a simple rubber sleeve adjustment for -the air supply being provided. The driver controls the engine through the ordinary pedal-operated throttle, and is able to control the gas supply by means of a cock on the gassupply pipe crossing the dashboard. The container is valanced all round, the valance being secured to the edge of the tray by fillets. The effect is neat— extremely so—and one result is that the bag when' deflated does not flop over the sides of the tray. The 30 h.p: Pierce-Arrow char-h-banes was loaned
B40
by the Admiralty. It has a Lyon-Spencer flexible gas container of 760 cubic ft. capacity, carried on a tray supported on the Cape cart hood stanchions. We thought the supports were on the light side, bun should they prove so they can readily be increased in strength. The mileage on one charge is calculated at 30.
Barton Bros.' two Thornyeroft chars-h-hancs were rich in interest, the pioneers of coal-gas usage for motor vehicles deserving all the encomiums showered upon -them from those who appreciated all that had been done at Beeston. These vehicles have 40 h.p. engines and with the 500 cubic ft. flexible containers fitted will average a distance of 18 miles on one filling. The installation was simple and direct.
• The 3-ton .Austin lorry shoimby the Quality Garages, .of Liscard, Liverpool, .1-lad a flexible container of a -thin material, obviously cif excellent quality from the manner in which the senii-deflated container shaped itself. The cappity was 930 cubic ft., and it was claimed to be the largest contamer yet made, being 22 ft. long by 6 ft. 6 ins, in diameter. On this engine the control was brought to a throttle pedal with a hand control to the gas supply on the pipe feeding the engine. Messrs, Thomas Glover, Ltd. of Upper Edmonton, London N., sent their" 30 h.p: 3S-ton Wolseley covered lorry with a 300 cubic ft. Barton flexible container.• This was carried immediately under the roof, and extended over the driver's-canopy, the covering also extending to • the foremost end. The Mileage on a single charge is nine. The North Middlesex Gas Co. showed two interesting 2-ton Thornycroft lorries. Each had a 400 ft. flexible container giving a mileage of 12 on one charge. On the one vehicle the platform andthe bag can be raised, without interfering with the running of the engine, sufficiently high to enable a men to work underneath when loading or unloading. A later •idea is embodied en the other vehicle, where the platforili is hinged to one side, giving nearly 7 ft. ,clearance—enough to clear the head of any person pawing alongside. Certain low bridges that have to be passed under by this company's vans necessitate the gas bag on each of these lorries being kept low.
• An 18-20 h.p. 1-ton Lacre belonging to the Edgar House Laundry, of Kilburn Lane, London, W., had a 250 cubic ft. flexible container.
. The Gas Meter Co., of Maidstone, showed a 1-ton Tilling van equipped with a Barton flexible container of 210 cubic ft. capacity, eying a mileage of from 10 to 15 on a charge. The control of the gas supply is coupled up with the throttle, so that the control is centred in the accelerator pedal, which seems to us to be a more convenient and practical method than the one involving continuous gas adjustment in addition to throttle control.
Messrs. Harrods, Ltd., 16 h.p. 25-cwt. Albion van was equipped with a 300 cubic ft. flexible container, made • by British Rubber Manufactures, Ltd„ of Acton, Middlesex, the mileage possible on a single charge being 17. The container on this vehicle was particularly well made.
A 20-25 h.p. • Clement covered van, loaned by Mr. Kilner, of Beckenham, had a 240 cubic ft. Barton flexible container, giving 15 miles on a charge.
Mr. C. Douglas Ash, of Conway Nursery, Hanworth, lent his 10 h.p. Renault platform van with a • 200 cubic ft. flexible gas container, • made by the British Rubber Manufactures, Ltd. This vehicle is employed in carrying market produce.
A 12-16 h.p. Wolselev closed delivery van, lent by Messrs. Ernest Lyon, Ltd:, of 91, New Bond Street, London, W., was very neatly equipped, the tray•being vertical-sided, and the Lyon-Spencer flexible
container of 210 cubic ft. being provided with restraining elastic cords, and supported at the sides by hinged slots which effectually prevent the bag from sagging over the side as it becomes deflated. This vehicle on one container charge will cover 15-20 miles. Messrs. Kennard Bros. (Croydon) sho*ed a 15 h.p. Napier closed delivery van, the installation of Which had been skilfully carried out by Mr. D. Kennedy,
of 212, Selhurst Road. South Norwood Tffe flexible container made by British Rubber Manufactures, Ltd., was of 350 cubic ft. capacity, giving a 20-mile radius of action. The light ash carrier was deep, affording ample protection for the bag when its charge was exhausting. The-extra air valve was employed to give passage to the gas on its way to the induction pipe, the gas tap being coupled up to the throttle valve.
The Star Steam Laundry Co., Ltd., of Hackney Downs, London, YE., showed their 20 h.p. Overland closed. delivery van, having a Barton flexible container with a capacity of 120 cubic ft., the mileage on a single charge being nine. This vehicle has been running on local collecting and delivery service, and has given complete satisfaction. Messrs. William Whiteley showed their 20 h.p. Studebaker delivery van with a flexible gas holder by the British Rubber Manufactures, Ltd., the capacity being 250 cubic ft., giving a radius of action of 14 miles on a charge. The gas supply is taken in above the throttle, and the throttle connections and gas cock are coupled together so that the gas is shut off when the throttle is closed.
The Thistle Laundry, of Ealing, W. showed their 18-20 h.p. Mercedes light closed van, claimed to have been the first vehicle running in London on coal-gas. It will be remembered that it was described in THE COMMERCIAL MOTOR lime diately upon its completion . in July. The Barton flexible container has a capacity of 170 cubic ft., giving a range of 81 miles on a charge. The connections between the gas bag and the engine are quite simple, and they are arranged so that the engine can run either on coal-gas or petrol, according to requirements.
The 20 h.p. Studebaker light van, loaned by Messrs. Selfridge's, Ltd., was equIpped with a 250 cubic ft. flexible gas container made by British Rubber Manufactures, Ltd.' running 14 miles on a charge. The 16 h.p. Albion van, loaned by Mr. J. Allder, of Croydon,has a Barton flexible container with a capacity of 250 cubic ft. carried in the upper half of the .van, the roof of which has been lowered for the purpose, so that the overall height of the vehicle with the bag fully inflated is not greatly increased. To a bracket behind the driver's cab is brought the end of the gas intake pipe, finishing up in a large brass cock with an exterior thread. The filling pipe is arranged to be carried separately, and finishes up with a 2-In. union for screwing on to the cock just described, but comes down to 11 in. at the meter end by means of an adaptor to suit the Croydon district filling system. This vehicle can do 10 miles on a charg6 of 250 cubic ft., which is exactly the mileage which it used to do on a gallon of petrol.
-Messrs. Burn ard, of Vauxhall Bridge Road, London S.W., showed their one-ton Baico-Ford lorry (Make-a-Truck) with a British Rubber Manufactures' flexible gas container, having a capacity of 250 cubic ft., the mileage on one charge being 15. The light vans shown included a 20 h.p. Ford.plat-' form delivery van equipped by Rej,ax, Ltd., of Percy Street, London, W. This Rejax gas outfit has a capacity of 235 cubic ft., giving the Ford a range, it is claimed, of 25 miles on one charge, a 11-in, intake being provided, so that filling can be carried out in 10 minutes. The whole outfit 'is provided complete ready for immediate attachment to a Ford van, thus largely overcorn,ing many of the difficulties of conversion where facilities for such conversion are few.
British Rubber Manufactures, Ltd., of Acton, London, W., showed their own 12 h.p. Rover covered van with a container of ,their own manufacture, having a capacity of 110 cubic ft., the mileage on a single charge being 12. As was general throughout the whole of the exhibits, no alterations had been made to the carburetter.
Mr. J. Price, Wkelesale Grocer, of Sydenham Road, London, SE., showed his 29 h.p. Ford closed delivery van with a flexible holder by the British Rubber Manufactures, having a capacity of 270 cubic ft., a mileage of 22 on one charge being claimed. The in stallation of the vehicle was carried out by Mr. D. Kennedy, of South Norwood, and he has standardized 1-ia. connections throughout. The 20 h.p. Ford delivery van, loaned by the United Yeast Co., was shown with a special collapsable tray so designed and made in sections as to render packing an easy ,matter. This tratis intended to by used in conjunction with the Lyon-Spencer collapsable Ford container.
Mr. D. S. Cox, of West Norwood, also showed a 10-cwt. Ford delivery van, to which is atta,ched one of hisrgas trailers carrying a Barton flexible container
with a capacity of 280 cubic ft., the size of the container being 10 ft. by 6 ft. high. The advantage of the trailer is demonstrated by the size of the container that could be employed, the vehicle being able to run about 30 miles on a single charge, but we would urge the desirability of making some alteration in the linking between the trailer and the vehicle, as its con' nection being articulated, reversion of the vehicle must be rendered extremely difficult. There is no need for us to describe the private vehicles shown. They served, however, to demonstrate the fact that there is hardly any vehicle. except the small two-seater which it is difficult to equip with a flexible container, whilst with articulation difficulty overcome, these Vehicles could well be served by means of a trailer.
Mr. Wilkinson, of Hatfield, carries a rectangular container on a luggage grid at the rear, of the vehicle, the upper part being attached to the Cape cart hood..
Compressed gas was represented by three vehicles. The first of these was a Scripps-Booth, loaned by Mr. Leonard E. Henslowe, the installation having been carried out by Frank Edward Morriss, 54-55, Piccadilly', London, W. Ancither was a vehicle equipped for compressed gas, shown by the Walter Scott Motor Co., of • Goldhurst Terrace, London, N.W. This vehicle was equipped with a Murphy " Safe " cylinder, and the third was a vehicle equipped with one of Messrs. Flugel and Co.'s high-pressure cylinders.
Dealing with the first of these vehicles, the ScrippsBooth had two 4 ft. 6 in. oxygen cylinders, each con
tabling about 60 cubic ft. of gas at 1800 lb. pressure, the cylinders having been supplied and filled by the British Oxygen Co.' A set ef cylinders from the parcel of CO2 cylinderi,whieh we have recently referred to in our columns, were taken for the purpose, but owing to lack of time it was not possible to get these charged, and the British Oxygen Co. loaned for the purpose two of their own cylinders. The gas was taken through a reducing valve through a rubber pipe to a i-in. jet soldered into the body of the carburetter just below the throttle. We think it would be much. better, in order to increase the flexibility of the engine, that the gas should be allowed to expand into a small bag, just as is done in ordinary stationary engine practice. The installation of the Murphy "Safe "' cylinder was exceedingly well-carried out, the Cylinder being carried on the off-side step, and within its dimensions —3 ft. by 12 ins.-250 cubic ft. of gas was claimed to be compressible. . The gas is taken through a reducing valve with pressure gauges on either side, the whole of these instrumentsbeing carried on the dashboard. Undopbtedly this was one of the most interesting exhibits in the whole of the exhibition.
The Jolly automatic cut-off gas-filling valve, illustrated in last week's issue of this journal, excited a . considerable amount of attention, as it was recognized that such a valve is absolutely essential. Its
particular application is for filling up at night time, when it would be difficult to judge whether the bag is correctly filled. By its use it is impossible to overcharge a bag, and at the same time the full capacity of the bag is employed. Without such a valve it is difficult to avoid overcharging, and, therefore, straining of the fabric. A considerable point in its favour is the fact that it enables the bag to be charged speedily, as the full flow of the gas can be permitted right up to the last second, the cut-off being automatic.
Messrs. Tankard and Smith, of 232, High Street, S. Tottenham, showed us drawings of a new mixing apparatus or carburetter, which incorporated the effects produced by the two separate controlling valves. This carburetter or mixer has two coned valve seatings, the lower and smaller one controlling the intake of gas, the upper and larger one controlling the quantity of air supplied. The two are independently adjustable, and are simultaneously operated by the suction of the engine. At the bottom of the device, which we illustrate, there is an adjustment which, if found necessary, can be used to alter the
slow running, which would, perhaps, be.better effected • independently by means of a lever.
The compression system was also represented by a Ford car fitted up on the lines evolved by Flugel and Co., Ltd. described in our last issue, and was generally acknowledged to present a sound engineering job. 'A CO2 cylinder of 125 cubic ft. capacity was strapped in a suitable fixed band iron cradle on either running board, iiater-conneetion being inade With tube running over the dashboard, thus bringing the cylinders in series. This feed pipe was,tapped at a convenient point to allow the gas to pass through the reducing valve set to the required pressure, and thence to the small expansion chamber placed on the dash. The feed to this expansion chamber is automatic.
From this expansion chamber carrying gas at atmospheric pressure runs the feed to the engine. It will • be seen that this expansion Chamber really serves as the fuel tank, the gas within being quiescent, and reaching the engine only by the suction Of the latter. The pressure within this vessel never rises above a pre-determined degree.