COAL-GAS PROGRESS.
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Coal-gas Prospects.
The President of the *Waverley Association of Gas Managers, Mr. John Richmond, of Penicuik, in his address at the annual meeting of the Association held in Edinburgh about the middle of June, dealt, inter alia, with what he described as the newer and more repent application of Os to motive •power, which many of the gas managers looked to for an extended use of their commodity. He said that it was strange that it had required a great war to bring the possibilities of coal-gas in this direction to the front, but out, of evil good often comes., and many industries besides that of Its manufacture will in time to conic permanently benefit by the necessities imposed by war-time conditions, which are just now presumed to be only temporary. ; How hiss gas-motor traction come about? he,asked. First, by the primary Law of supply and demand, supplemented by +that all-powerful factor of pounds, shillings and pence. The demand for motor fuel • in the liquid state being greater than the supply caused the price to increase until someone looked to gai as a substitute. Its possibilities at first did not seem so great as at present, bot. when actual costs and efficiency proved its capability (and, on an average, the cost was about a. quarter of that Of petrol), an impetus was given to gas. motor traction •which had little been thought of.
Has Gas Fuel Come to Stay ?
Is this development a war-time expedient, or has it come to stay? This is the question the gas managers have to put to themselves, and make arrangements accordingly. Mr. Richmond considers it lia,s•conte to stay, and will be ever on the increase. There is little prospect of motor spirit ever being reduced in price to compete with gas, on the score of economy as the total world's production. of oil from known sources is decreasing, while the world's demands are ever on the increase. There remains the development of yet-undiscovered oilfields, and the augmentation of manufactured mineral oil to make god the balance between supply and demand.
But, whichever way we look, there is no 'prospect of liquid fuel ever again competing with coal-gas as a motor feet on the score of economy. The only advantage which petrol, has over coal-gas is that it contains a large amount of energy in a small space. But gas, besides being more economical, does not necessitate pre-purchase and dangerous storage to the user, and is conducive to clean cylinders, and the absence of injector troubles, and no starting difficulties in cold weather.
Edinburgh Buses : Running Costs.
Mr, Richmond said he bad been favoured with a few statistics of practical running costs by the general manager of the Scottish Motor Traction Co., a company which is among the largest users of gas for motor traction in the British Isles. His figures as to efficiency of gas bear out what we have been already told—that 250 ft. of gas is equivalent in practical working to one gallon of petrol.
3340
But the flexible containers on their heavy buses cost approximately 250 earls; and those on the long hilly journeys, rim in all weathers, 'are subject to considerable wear and tear. The upkeep of the Containers has cost 14d. per car-mile; and with the coat of gas, !which cornea out, at 2.17d. per mile, and iattendant's wages at the filling station, the total cost is 30. per mile. This cost is about double the cost of running on petrol in pre-war times, lint is a considerable saving compared with petrol at present prices.
The Advantages of Oil-laden Air.
The company is experimenting with a semi-rigid cover over its container, in the hope that the excessive wear and tear Might be reduced.
The experience with gas in the engine is that gas has a much more drying effect than petrol. Valves become dry and sticky when running on coal-gas and, to endeavour to get over this, they draw in air for the coabgas through the:crank chamber, so that he air absorbs a small proportion of Oil in a vaporous state, and quite good results are now being obtained
by this arrangement.
Carburetter Troubles When Gas is Used.
Another trouble which the company has had is with the carburetter, needles, weights and floats. When running on coal-gas, the petrol is turned off, so that the float chamber of the carburetter becomes quite empty. The vibration then acts very severely on the float, needle and weights, and every day or so i there
have to be seen to. Otherwise, the petrol leaks past the needle valve all the time the petrol is•turned on. This is due to the needle valve having spoiled its seating, and the float in many cases becoming punctured. The Lettish Motor Traction Co. is experimenting to overcome this trouble, and no doubt will evolve something satisfactory. The company has not yet experimented with compressed goal-gas, owing to the difficulty. of obtaining cylinders and eonspressing plant, but it isthoroughly satisfied with the economy of coal-gas traction in present circumstances.
The Future of the Flexible Container.
To turn this proved economy into a permanent benefit to the industry, the gas managers must be prepared to give an efficient gas supply at a_ reasonable ! cost to motor users. The flexible container has come in for a considerable amount of abuse because of its unsightliness; but this container, in Mr. Richmond's opinion, has a long future before it. It is only in large industrial centres that elaborate and costly compressing plant can he introduced to meet demand for gas traction supply in! compressed metallic cylinders. Hence the general utility of the flexible container, notwithstanding its 'unsightliness, will retain its hold on users for a long time to corns.
In the discussion that followed, the speakers conftrmed the opinion ,that .greet benefit had been derived from the introduction of gas as a motor fuel, and it was generally felt that the new outlet for as should be given as much encouragement as possible: Owing to the heavy
• initial cost of the gas containers and the continual wear and tear, the opinion was expressed that eventually gas under pres7 sure would be the favourite for traction purposes.
Mr. Richniond added the opinion that eventually Edinburgh would be selling 200 million cubic ft. of gas per annum for motor transport Isione.
The Flugel Gas Carburetter.
With reference to our paragraph in last week's issueconcerning • the adaptation of an stmac-Sthenos petrol carburetter to run on gas, Messrs Flugel -emphasize, int a letter to us,their argument that n properly-constructed carburetterois necessary if all the attributes of slow running; quick acceleration, full engine power, and ectmorey or gas are to be obtained.
They .assert that no Crude method of leading the gas simply into the top of a petrol carburetter or inlet manifold is going to be satisfactory, as the driver does not get control of his engine and the mileage charge for gas is excessive.
The Flagel gas carburetter is Mies-.
tented in the accompanying drawing, from which it will be ,seen that the gas intake is at A, the, gas passing through the channel (I3) of the tasting (C) and out of the screw-down gas valve at D into the interior of the main casing (E), where it, mixes with the air which is drawn in at F, passing out towards the right Into the engine manifold. The two valves IF' and D) can be opened and closed simultaneously, their adjustment and relationship being provided for by the slackening of the lock bolt (K), and the sliding of the barrel of the air valve (F) to the right or left of the spindle on which it 'is mounted. By means of the • lever (G) the position of the twh valves (F and I)) can be adjusted to the requirements of the engine, the valve spindle extension travelling along the quick pitch thread, the end of which is shown at H. For very slow running, a pinhole is. formed in the end of the nozzle as), and gas is fed to it through the cha,meI (M) by the hole (N) drilled at an angle to the seat of the valve (D), so that when the valve is closed there is just sufficient gas passing through the nozzle (L) to enable the engine, to run light.It is claimed that a gas carburetter will soon pay for its cost.