AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

COAL-GAS FOR MOTOR TRANSPORT.

4th October 1917, Page 13
4th October 1917
Page 13
Page 14
Page 13, 4th October 1917 — COAL-GAS FOR MOTOR TRANSPORT.
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

The Issue as it Appeals to Mr. L. Trewby, General Manager of the North Middlesex Gas Company.

How FAR IS coal-gas destined to affect the commercial motor ? This is a question which is being asked on all sides, and one upon which enlightenment is keenly eought. The views of prominent men in the gas industry are ever appreciated, since from their intimate acquaintance with the efficiency and possibilities of this fuel they are able to extend material assistance. It was for this reason that our representative sought an interview with Mr. L. Trewby, General Manager of the North Middlesex Gas Co. This gentleman is deeply interested in the problem, not from a mere mercenary or gas-selling point of view, but in a practical manner.

In the course of conversation he gave many useful pointers which may prove of material value to these contemplating this way out of the petrol. shortage. His practical interest is reflected from the fact that, on behalf of his company, he is placing a number -of coke delivery lorries driven by coal-gas on the road. At the same time he is ready to acknowledge the limitations of the alternative under existing circumstances as established by the war.

"In designing the system of carrying gas for our particular requirements," remarked Mr. Trewby, " we had to bear in mind that the lorries were required to make six journeys and to deal with 12 to 14 tons of coke per day. Dead time in the yard, therefore, had to be cut down to the absolute minimum. As we could not. spare more than about 10 minutes for filling up, we decided upon a container large enough to receive 400 cubic ft. and so disposed as to permit the vehicle to be loaded and unloaded without difficulty.

"In lorries which require something like 6 ft. to 7 ft. headroom to facilitate loading, it is essential to 'have the envelope SO Arranged that the operation is not impeded by the overhanging bag. To get over this difficulty we so fixed the envelope as to enable it to be raised in order that it might be adjusted without inconvenience either to themen or to the load they were handling. Another point had to be borne in mind. While we could fix upon a height which would enable us to make the bag a fix tare with sufficient clearance for loading, such elevation was toe high to pass under some of the railway bridges in the district."

The successful solution is shown in the, accompanying illustrations. The container may be described as a movable bag capable of being lifted from the position it occupies whilst running, to take on the load, and then lowered when the vehicle is ready to start. The frame, which is a simple structure with a webbing base, TULIS on 'upright standards, which do not in any way interfere with the van's capacity. Its manipulation is quite easy, involving no waste of time or expenditure of energy. The hag is made

to come over the top of the load from the front and project behind, which necessitates the tailboard being kept down. In the front, however, it is so placed as to reduce the atmospheric pressure to a minimum. " We are putting three of these coke lorries on the road to begin with,", the General Manager resumed. "As the bag is only one foot above the hood of the vehicle it offers no resistance to the windThese three vans have the same type of body, and are fitted exactly alike. We are of opinion they are likely to meet the needs of gas companies whose vehicles must travel 12 miles. Recharging occupies about five minutes, but while this is an easy and simple problem for gas companies in connection witle their own vehicles, it may not prove so convenient to the general run of vans to go to the gas works to be re-charged.

"At the same time I think the North Middlesex Gas Co. would be willing, should the demand prove justifiable, to introduce a special charging station on the main road, either at Finchley or some point nearer London. As regards vans running from London into the country in that-direction Ito re-charge would be necessary until they reached, Barnet,

assuming they started with a lull bag."

Asked as to his views of motor garages making arrangements for supplying gas to motorvan owners for re-charging purposes, Mr. Trewby remarked that it would take rather snore time than could probably ,be spared, unless very large meters were put in or other arrangements made for measuring the gas.

" Of course this could be done," he went on, 'but there comes the question of pressure. The gas pressure is snuck higher in some districts than in others. In outside districts, for instance, a pany's pressure might be too low, and to fill the bag quickly, which is important, the installation of a motor would indubitably be found necessary. The facilities for recharging doubtless would be increased in accordance with the rise in demand, and if coal-gas came into general use for motor transport purposes the consumption might so rise as to justify the introduction of measures adequate to the reouirements of the public." Continuing to discuss the question, Mr. Trewby referred to a letter he had just, received from a firm of boot and

shoe facturers, inquiring as to facilities for the recharging of bags, and intimating their willingness, in view of the shortage of petrol, to adopt coal-gas for fuel purposes. " I feel confident," he went on, " many firms would find it expedient to take up coal-gas. Undoubtedly much might be done in the way of filling at night-tune in garages, so that vans would be ready to start their work early. in the morning. The application of coal-gas to the cars— Eastbourne chars-a-banes—seems to work successfully, but at present this fuel is largely confined to the commercial vehicle, though it might be possible later on to supply standard bottles of gas under. pressure for other classes of cars. '! So far as the charging of bags is concerned, gas companies might see their way to initiate a contract price for gas on the basis of the dimensions and cubic capacity of the bags. Up to the present the flexible container appears to be the most convenient, as these envelopes cost only a nominal sum, whereas with compression the weight of the container is a serious handicap, while gas suffers a loss proportionate to its quality. There is no difficulty at all, so far as I can see, to prevent users of commercial vehicles adopting coal-gas while petrol is goatee. The initial cost of conversion is trifling, and should a sufficient demand ensue, large meters could be put in for quick filling.

• " But another fuel must not be overlooked—benzoic. Formerly we produced very little benzole, but in the future it promises to became a keen competitor to petrol." Speaking generally, Mr. Trewby advanced the opinion that the public should rely upon the gas companies doing all that lay in their power to meet the demands made upon them. In view of the fact that by the side of petrol, the cost of coal-gas for, motel' fuel was so reasonable, there was no doubt that it would pay users of commercial vehicles to give the matter their immediate attention. Asked as to whether gas companies could see their way to reduce their prices for gas used for the purpose of motor traction, he remarked, " the consumption so far in this direction is comparatively small, but if it becomes large enough it might be possible to extend to motor owners advantages that are enjoyed by those who are using gas for power purposes."

Tags

People: L. Trewby
Locations: London

comments powered by Disqus