| B 398198 “... - ºf ' ' "... Robāār Rog . . ; ; B. F. Haanel, B.Sc., Chief of Fuel Testing Divisio # f º sº # i º # * º º 806 | '12 MWſ "IW d ‘A N. ‘2’s no elu KS $.12XI e IW ‘so.ug pioſ Áe D Chemical Library -T P 3 ºf C, , C & 2 PLATE I. Frontispiece. ſae ſae ſſſſſſſſſ. ſae ）ſſſ Fuel Testing Station, Ottawa. ERRA T.A. p. 6, last line : for pp. 8 and 9 read pp. I4 and I5. p. 51 (last line but one): for “plumes " read “plume.” p. 73, line 14: for “significando'" read “significando.” p. IO4 (last line but one): for quoted on pp. 94, 95, read quoted on pp. IOO, IOI. O ANADA D EP A R T M E N T OF MIN E S MINES BRANCH HoN. RoBERT Rogers, Minister ; A. P. Low, LL. D., Deputy Minister ; EUGENE HAANEL, PH. D., Director. R E PORT ON THE UTILIZATION OF PEAT FUEL FOR TELE PRODUCTION OF POWER Being a record of experiments conducted at the Fuel Testing Station, Ottawa, 1910–1911 BY B. F. Haarhel, B.Sc., Chief of Fuel Testing Division. rºo OTT A W A G O V E R N M E N T P R IN TI N G B U R E A U 1912 No. 154. 21256—1% - § sº-s| 2. . | LETTER OF TRANSMITTAL DR. EUGENE HAANEL, Director of Mines Branch, Department of Mines, Ottawa. SIR,--I beg to submit, herewith, a report on the results of the investi- gation of the utilization of peat for the production of power, conducted at - the Fuel Testing Station, Ottawa, 1910–11. I have the honour to be, Sir, Your obedient servant, (Signed) B. F. Haanel, Ottawa, March 2, 1912. iii AUTHOR'S PREFACE. With a view to ensuring an orderly arrangement of the resultant record of the experiments conducted with peat fuel, for the production of power through the medium of the gas producer, the following report has been divided into two parts:— I. Description of the Körting producer gas plant, and cleaning system —as originally constructed and installed at the Fuel Testing Station, Ottawa; together with complete detailed records of the trials and tests conducted there with; II. Description of the alterations made to the producer plant by the makers; added to which are complete detailed records of the trials and tests conducted after the alterations had been made. Valuable assistance was rendered by John Blizard, B.Sc., throughout the trials—particularly in the interpretation and working up of the results set forth in Part II; and by Edgar Stansfield, M.Sc., who had in charge the chemistry involved in the entire series of tests. TABLE OF CONTENTS. FAGE Letter of transmittal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V PART I Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General equipment of plant, and arrangement of machinery. . . . . . . . . . . . . . . . . . . . . . . 4 Theory of producer gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Peat gas producer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Cleaning system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Principle of operation of the Körting peat gas producer. . . . . . . . . . . . . . . . . . . . . . 13 Preparation of peat gas producer for operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 The gas engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Principles of Operation and description of the principal parts. . . . . . . . . . . . . . . . . . 15 The internal combustion motor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Detailed description of gas engine parts. ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Description of some of the principal parts entering into the construction of the Körting gas engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Mixing valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Admission valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Exhaust valve. . . . . . '* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 22 Ignition timing device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Compressed air valve for starting engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 The governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Cooling water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Utilization of the heat of the exhaust gases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Trials Heater tests Nos. 1, 2, 3, and 4. Tables I-IV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28–31 Results of tests on a Williams waste gas heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Equipment of gas analytical laboratory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . 35 General description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Apparatus for determination of temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Calorific values and analyses of fuels, etc. . . . . . . . . . . . . . . . . . . . . .... • * * * * * * * * * * 35 Apparatus for determining the amount of tar in producer gas. . . . . . . . . . . . . . . 36 Pyrometric measurements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Sampling of gas for analysis... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Sampling of peat; analysis and determination of moisture. . . . . . . . . . . . . . . . . . . 37 Gas producer tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 General description of peat used, and procedure of tests. . . . . . . . . . . . . . . . . . . . . . 39 Duration of tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Results of tests with peat manufactured at the Victoria Road peat bog. . . . . . . . O Analysis of peat. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Summary of results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 45 viii IPA GE Trials Victoria Road peat Tests Nos. 1, 2, and 3: Tables V, VI, VII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42–46 Results of tests made with the peat manufactured at the Government peat bog, Alfred, Ont. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Trials Alfred peat Analysis of fuels used in producer trials Table VIII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Fuel consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Tabular record of data, results of observations, and summary of results. Tests Nos. 4, 5, 6, 7, 8: - Table IX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Table XI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Chart 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Table XI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Chart 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Chart 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Table XII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 “ XIII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Chart 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5S Table XIV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Chart 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Composition and calorific value of the gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 The formation of tar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Effect of temperature upon the formation of tar. . . . . . . . . . . . . . . . . . . . . . . . . 52 Effect of moisture content of the peat upon the formation of tar. . . . . . . . . . . 52 Stand-by loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Summary of results of tests 5, 6, 7, 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 PART II. Results of trials with producer: as altered by the Körting Bros., Hanover, Germany. Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Description of the alterations made to the peat gas producer and cleaning system. 63 Purpose of lengthening the contracted neck or passage connecting the upper and lower zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Effects of alterations to the producer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 The I&rting improved coke Scrubber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Experiments to ascertain a method for effectively separating the tar fog from the 66 £8S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tar separator: as devised by B. F. Haanel . . . . . . . . . . . . . . . . ". . . . . . . . . . . . . . . . . . 67 Description of operation........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Gas producer tests with the Körting producer, as altered by the makers. . . . . . . . 69 Personnel of technical staff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Equipment— Particulars of additional instruments installed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Smith recording gas calorimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Important technical data gathered from observations. . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Temperature of the gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Preparation of the producer before beginning a trial. . . . . . . . . . . . . . . . . . . . . . . . . . 75 Humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Calorific value of the gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7S XI • e s e s a tº e g º e s ∈ e º e º g º e s tº e º e s e º ºs s e º t e º 'º e º ſº e º º ſº & e SUOIntoſ[qnd UQUIU,191 SOUIIAI Jo SIT 9II-9 II: ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' 'XIXX ‘IIIAXX ‘IIAXX ‘IAXX SOICIBL ZII- —#z, [GI.I.L —lºod UUUUUUUUI J.I I & © º e º ºt - * * * * * * * --- ---{ & 8 º' AIXI-XXX put; 80I : AXX ‘AIXX ‘IIIXX ‘IIXX. 'IXX XX XIX IIIAX SoTCIBJ, —: 99 “gg “Fø ‘gg ‘Zg ‘Ig ‘03 ‘6% ‘Sz, ‘IZ, ‘Oz, SIBILL —"tºod po, JTW sISATBut, Suš put ‘se.Insso.Id put so Inquilt duo) 'outfluo Jo JoAod “poſſ.It UIQ (on J Jo p.1000. It Inqu L —SUOI]t;AIOSCO z01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 ; ; –/...I . IOI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 , , –9 I , 00I ' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fºg , , —QI , 66 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 y, fl 3, S6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Č8 , , -8I , 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I8 , , –CI , gé . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08 , , –II , gé . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6%. , , -0T , , #6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SZ, SøJL–6 1UUUIO #6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIAX 9ICIEL —SUOI) ſpuoo put bººp Jo p.1000. It Inqu L quod pol][V gé . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #Z, )SøJL–S ].It?UIO 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IAx olge L —SUOI) ſpuoo put tºp Jo p.1009. It InquT, —1990 Ubulu.It I 06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IZ, QSOJ—/ ).IbuIO 68 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oć, SOL–9 ).It?UO 1s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AX OIC[b,I, —SUOI]]|puoo put tºp Jo p.1000. It Inqu L —189Ci po.IJTW SIUI.I.I. /S s s : * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * = & Squeſd ÁIOAO09.I lonpold-Kg| 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S]SOO TUIUICI 9s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . [on] JO "SOO 9S • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * UOIndunsuoo [on I 98 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ono so.AIGA “suſt:UI ‘sodid Şuş Jo 5uſutolo gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ooutpuolºv gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KTITIC[UIIo?I —UOI]t:31180AUI Jo STInso. Jo KUUUUUUIns poſtºlocI gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II , , gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I ) .Ibdī gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suoismſouoo put Suononpop [b.Iouao £g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIGII) oAISSolào.Id JoJ UOIndunsuoo [on I gg . . . . . . . . . . . . . . . SIGII) oAISS013old Jo STInso.1 UI.O.U loonpold Jo UOIqb.Iodo UO Solo N 3, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slso] ouſ, Jo STInso XI 8/. * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * s s = e s s s e º e º s º e s g g g g º e Aoueroujo [90mpo.I.I g4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . sos KTUUIt, Suš put [on] UIOIJ poon pop STInsoy[ (IIH) Wolſ xii ILLUSTRATIONS. Photographs. IPAC E. I late I—Fuel Testing Station. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frontispiece. & & II–Peat gas producer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 “ III— General view of the ISörting gas engine, and interior of engine room. . . . 1S & & IV–Detail : showing the wheel for regulating air and gas mixture, also air valve for starting the engine.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 ( & V–Detail: showing the mixing and admission valves removed from the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 ( & VI— Detail: showing ignition timer, magneto, spark plug, and cams for operating admission and exhaust valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 “ VII—Interior of chemical laboratory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 “ VIII– Junker's gas calorimeter and gas exhauster. . . . . . . . . . . . . . . . . . . . . . . . . . 36 & & IX— Apparatus for determining tar in producer gas. . . . . . . . . . . . . . . . . . . . . . . 38 ( & X—Smith recording gas calorimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Drawings. Figure 1–Ground floor plan of fuel testing station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 “ 2–Körting peat gas producer: Sectional elevation. . . . . . . . . . . . . . . . . . . . . . . . 9 4 & 2 & 4 & & ( & rear elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . 1() “ 4— “ ( & & C side elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 “ 5–Ideal section of ISörting peat producer-gas plant... . . . . . . . . . . . . . . . . . . . . 13 ( & 6–Exhaust gas heater (Körting Bros. design). . . . . . . . . . . . . . . . . . . . . . . . . . . 26 “ 7–Transverse current water heater manufactured by Williams Tool Co., Erie, Pa., U.S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 “ 8—Williams transverse current water heater: showing front and back plates removed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 “ 9–Williams transverse water heater: exposed section showing the water and exhaust gas passages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 “ 10–No. 8 Williams transverse current water heater, connected to Westing- house Machine Co.'s 200 H.P. engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 “ 11–Details of alterations to IKörting peat gas producer. . . . . . . . . . . . . . . . . . . . 65 “ 12–IVörting improved coke scrubber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 “ 13–Newly devised tar separator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 “ 14—General view of air and gas pumps with motor for Smith gas calorimeter. 71 “ 15–Sample record from Smith gas calorimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . 74. “ 16–Indicator diagrams taken from Körting gas engine. . . . . . . . . . . . . . . . . . . . . 76 “ 17–Sample record from Bristol recording pyrometer. . . . . . . . . . . . . . . . . . . . . . . 77 Diagrams. Part I. Chart No. 1, # load, Test No. 5, March 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 ( & 2. § load, Test No. 6, March 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 ( & 3. Full load, Test No. 7, March 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 ( & 4. # load, Test No. 8, March 21... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5S ( & 5. Combined results of Nos. 5, 6, 7, and 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Part II. ( & 6. Test No. 20, Sept 19, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S9 ( & 7. “ 21, Sept. 20 and 21, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 ( & 8. “ 24, Oct. 5, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 ( & 9. “ 28, Nov. 6, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94. ( & 10. “ 29, Nov. 9, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 ( & 11. “ 30, Nov. 10, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 & C 12. “ 31, Nov. 13, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 & & 13. ( & 32, Nov. 14, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 { { 14. ( & 33, Nov. 16, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 ( & 15. “ 34, Nov. 17, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 ( & 16. “ 35, Nov. 23, 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 ( & 17. “ 36, Nov. 24, 1911.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1()2 PART I. DESCRIPTION OF THE KöRTING PRODUCER GAS PLANT AND CLEANING SYSTEM AS ORIGINALLY CONSTRUC- TED, AND AS INSTALLED AT THE FUEL TESTING STATION, OTTAWA : TOGETHER WITH COMPLETE DETAILED RECORDS OF THE TRIALS AND TESTS CONDUCTED THE REWITH. xiii REP o RT UTILIZATION OF PEAT FUEL FOR THE PRODUCTION OF POWER: AN ECONOMIC INVESTIGATION BY B. F. Haanel, B.Sc. PART I. INTRODUCTION. The numerous requests received at the Mines Branch for inform- ation concerning the economic utilization of peat in a producer-gas power plant, led to the preparation of the present report. The primary object in establishing a Fuel Testing Station at Ottawa was, to demonstrate that peat could be economically utilized as a fuel for power purposes in a pro- ducer-gas power plant. Since then, it has been decided to extend the scope of the investigations, namely, to include the testing—on a commer- cial scale and in a commercial gas producer—of the bituminous coals of the extreme eastern and western provinces, and of the lignites of Mani- toba, Alberta, and Saskatchewan. * The producer-gas plant was installed at the Fuel Testing Station for testing the various kinds of fuels met with in Canada, in order to show, principally, the great saving in fuel which could be effected by its use. Some years ago it was scarcely safe for an engineer to recommend a pro- ducer-gas power plant as a substitute for steam power, on account of the unreliability of the former; but, to-day, the improvements, both in the design and method of operation—the result of many years of experiment- ation—have rendered this type of power plant thoroughly reliable. The ordinary steam power plant—ranging in capacity from 50 to 200 horse- power—consumes about 7 lbs. of coal per brake horse-power hour; assum- ing the coal to have a heating value of 12,500 British thermal units per lb. This statement, it must be understood, only relates to average Small steam power installations. In larger and more elaborately designed steam power plants, as, for example, the power plant of the Interborough Rapid Transit Company, of New York, the consumption of fuel of the same heating value is in the neighbourhood of only 2 lbs. This fuel consumption—of probably the most economical steam power plant on the continent—affords a notable contrast to the fuel economy of a modern producer-gas power plant, viz., 1% to 1% lbs. Of coal, of the above heating value per B.H.P. hour. Although far better economy than the above has been recorded for producer-gas power plants, the Writer has chosen to use a conservative figure, which can be easily attained with- out the assistance of expert producer operators' This fuel economy, more- over, is realized with the small producer-gas plant as well as with the large; while the maximum efficiency of the steam plant is generally only attained with the largest and most elaborate installations. Cases can, of course, be cited of certain small steam plants, where the fuel economy— 2 for a steam plant—is remarkable. This, however, does not affect the above figure, of 7 lbs. of fuel per brake horse-power hour, which the writer believes is a fair average fuel consumption for the ordinary steam plants of from 50 to 200 horse-power capacity, met with throughout the country. The absence of smoke and Smoke-stack; simplicity of operation and design—especially in the smaller suction producer-gas power plants— and safety in operation, are a few advantages, apart from the great saving in fuel, which would recommend such a plant to power producers. The great saving in fuel effected by the use of producer-gas power machinery will be most apparent in those places which are removed some distance from coal mines, and especially in the western Provinces pos- sessing lignite deposits. The above remarks apply especially to the central provinces, in which large areas are covered by peat bog but which possess no coal or known lignite deposits of economic value. In these provinces, where all the coal used for industrial purposes is imported from some foreign source, the necessity for reducing the amount needlessly used is most urgent. Moreover, since the producer-gas power plant can efficiently utilize some of the cheapest and lowest grades of coal which are not suitable for steaming purposes, the Saving in fuel bills, resulting from the use of these low-grade fuels, will be apparent to most power producers. Before deciding upon the types of producers desirable to install at the Fuel Testing Station, a careful study of the question was made both in European countries and in the United States, and as a result, two pro- ducers, which were shown to be commercially successful, were purchased. The slow development, in Canada, of this class of power plant, is partly due to lack of reliable information concerning the gas producer and gas engine, generally, and the type or design suitable for the special fuel it is desired to utilize—and particularly to the failure of some plants which were guaranteed to satisfactorily operate with fuels for which they were supposedly designed. While instances of this kind are not common, yet, a few failures are sufficient to cause manufacturers, power producers, and others, to lose confidence in everything pertaining to such a system. By publishing the results of the investigation of the various fuels tested in the producers at the Fuel Testing Station, it is hoped that those power users who have been unfortunate in their selection of a gas producer and engine, and hence have lost confidence in the gas producer and gas engine as a reliable and economic method of producing power, will have their confidence restored, and their interest reawakened to the great pos- sibilities of the producer-gas power plant as a means of producing cheaper energy than can now be obtained with the steam power plant. Since this report may be read by many business men who are inter- ested in the development of peat bogs as a source of fuel for the product- ion of power, and who may not be possessed of the same degree of know- ledge concerning the producer-gas power plant as they possess of steam power plants, especial care has been taken to describe, as minutely a possible, the apparatus entering into such a plant. The erroneous notions which the wri er has often heard expressed con- cerning the gas-engine have led to a more detailed description being given of both the theoretical principles governing its operation and the respective parts of which it is constructed, than is usual in government technical publications. With this practical object in view, illustrated descript ons of the gas-producer and gas-engine, and their auxiliary apparatus, have been inserted in the text—wherever deemed necessary. 6：/o/o-wo7o 7 /o2/dza/o 6-royo-ro 7o 7 6 uzyozy wao wop 3-vo ‘uoſquº']$ īſuņSOL JO uteţd IOO J punoī£)—“I 'ĐIJI z/oody -/23/7/po-way so 9 ~~ysoa sos ‘a ?ş sı-rosſ -wa orpo-way - sos) /oacy §ț¢IGI- [−]- +2）/2; ºox{）} ; L–ț¢) Ø za v23/3 O /sapanosº tuvo o dy 24//6a/7 vo/o-waves (~~~/22/7 so/wo 7 ‘o’o 9/ oo º „vo#u og ：44 „My O 9° ſavooººº/aes. syyoo ºsvo/sysºký º/7e/~ocy -№ DI] » ： ~ossa-vºuoo -w ſy CNQ 21256 4 GENERAL EQUIPMENT OF PLANT, AND ARRANGEMENT OF MACHINERY. The Fuel Testing Station is equipped, at present, with a 60 H.P., double zone, Körting peat gas producer, with wet coke Scrubber, tar filter, and dry scrubber; and a Westinghouse 100 H.P. bituminous, suction gas producer, complete, with exhauster, wet scrubber, gas receiver, and mois- ture separator, and a 60 H.P., 4 stroke cycle, single acting Körting gas engine. A small exhauster, driven by a 1 H.P. electric motor, is install- ed for starting the peat gas producer, and an air tank, with compressor driven by a 3 H.P. motor, supplies air under a pressure of nine atmos- pheres for starting the engine. A 50 K.W. direct current Westinghouse electric generator is directly connected to the engine. For the purpose of absorbing the electrical energy generated when making a test, a 50 K.W. portable resistance, and a bank of 500 16 c.p., incandescent lamps are provided. The electric generator is connected to a switchboard provided with a Weston ampere-meter and volt-meter, from which leads are taken to the resistance rack, to a 40 H.P. motor used for driving the concentrating machinery located in the same building, to the peat crushing motor, and to the lighting circuit. A small crusher driven by a direct current motor is placed in the peat shed; where the peat blocks, as they arrive from the bog, are crushed to the size most suitable for the producer. The chemical laboratory is located at one end of the producer floor, and is provided with the necessary apparatus for making complete gas analyses, fuel analyses, and determinations of the calorific value of fuels. The calorific value of the producer gas is determined by means of a Junker's continuous calorimeter, which is placed in the engine room, close to the gas main. This calorimeter is provided with a small exhaus- ter, driven by a Tºy H.P. motor, which delivers gas at constant pressure to the calorimeter. The general arrangement of the machinery, testing apparatus, and chemical laboratory, is clearly shown on Fig. 1, and hence requires no further explanation. THEORY OF PRODUCER-GAS. Before describing the peat gas producer and its operations, a short account will be given of the principles underlying the process of generat- ing producer-gas, for the benefit of those possessing meagre technical knowledge on this subject. By “producer-gas,” is generally meant gas formed by the partial com- bustion of fuel in a suitable apparatus. The term “partial combustion,” when used in connexion with producer work, may be defined as the incomplete oxidation of the combustible components of the fuel resulting in its complete gasification; and since some of the combustible components of the gas evolved are not fully oxidized, while others are not oxidized at all, the Oxidation of the gases may be carried to completion by burning in a gas engine or furnace. Producer-gas is entirely different from “town-gas”: which is formed by the distillation of bituminous coal in a closed retort. In the case of town-gas, only the volatile matter of the coal is gasified; a residue of coke being left in the retort. The heat required for distillation is applied externally to the retort, and is furnished by the complete combustion of coal, coke, or gas. 5 A gas producer is an apparatus for converting a solid fuel into a com- bustible gas: usually a mixture in varying proportions, of carbon monoxide, hydrogen, gaseous hydrocarbons, oxygen, carbon dioxide, and nitrogen. The carbon monoxide, hydrogen, and gaseous hydrocarbons, constitute the combustible components of the gas; whereas carbon dioxide and nitrogen are diluent gases which lower the temperatures of their products of combustion. Producer-gas can be formed from a large variety of fuels—in fact, any fuel which is carbonaceous—such as anthracite, bituminous coals, lignite, peat, wood, and oil. Producer-gas is generally made by drawing or forcing air through a deep bed of incandescent fuel, in a closed producer. The air, before entering the producer, may contain no more moisture than happens to be in the atmosphere at the time, or may be mixed with steam, or water vapour. When air is drawn through a deep bed of incandescent fuel, in a closed producer, the fuel is gradually consumed, and the gas generated is drawn off, through pipes, to engines, or other apparatus. Since carbon is the most important constituent of the fuels commonly used for making producer-gas, the action of air alone on pure carbon will be considered for the purpose of explaining the process. A gas made from charcoal in the above-mentioned manner, closely approximates to this; but, for the purpose of making the explanation as simple as possible, it will be assumed that pure carbon is the fuel to be used. The fact that four-fifths of the volume of the atmosphere consists of nitrogen: which acts as a diluent of the gas formed, and consequently affects the temperature attained, and, to a certain extent, modifies the reactions, will not be taken into consideration; since the quantities of heat evolved are in no way affected. If the producer has a shallow fire, instead of the deep bed of fuel referred to above, through which an abundant supply of air is forced or drawn, the carbon will be completely oxidized; the product of this complete combustion being carbon dioxide, and the quan- tity of heat developed from 12 lbs. of carbon would be 97,200 lb. calories. This reaction is represented by the following chemical equation:— (1) C + O2 = CO2 + 97,200 lb. cals." (174,960 B.T. units).” where C and O stand for carbon and oxygen respectively. If, however, there is a considerable depth of carbon in the producer (which there must be in practice) the carbon dioxide resulting from the complete combustion of the carbon on the grate (when the air is drawn up through the grate bars) will be reduced to carbon monoxide according to the following reaction:— (2) CO2 + C = 2 CO – 38,880 lb. cals. (69,984 B.T. units). In the former case (1), a quantity of heat equal to 97,200 lb. calories was evolved from the complete combustion of the carbon, to carbon dioxide. In the latter case (2), a quantity of heat equal to 38,880 lb. calories must be applied in order to effect the decomposition of the carbon dioxide by reaction with an additional 12 lbs. of carbon. In this case, heat is absorbed. When 12 lbs. of carbon are burned to carbon monoxide, a quantity of heat equal to 29,160 lb. cals. will be developed according to the reaction:— 1The “lb. calorie” is the quantity of heat required to raise the temperature of 1 lb. of water through 1°C. 2The “British Thermal Unit” (B.T.U.) is the quantity of heat required to raise the temperature of 1 lb. of water through 1”F. 1 lb. calorie =1.80 B.T. U. 1 B.T.U. = 0. 555 lb. calorie. 21256—2% 6 (3) C + O = CO + 29,160 lb. cals. (52,488 B.T. units); conse- quently, when the 28 lbs. of carbon monoxide, resulting from the reaction of carbon with oxygen—according to equation (3)—is completely burned to CO2, a quantity of heat equal to 68,040 lb. cals. is developed as follows:– - (4) CO + O = CO2 + 68,040 lb. cals. (122,472 B.T. units). The final result of the two processes, namely, burning carbon to carbon monoxide; and then burning the resulting gas (carbon monoxide), to carbon dioxide, is as follows:– (3) C + O = CO + 29,160 lb. cals. (52,488 B.T. units). (4) CO + O = CO2 + 68,040 lb. cals. (122,472 B.T. units). By adding (3) and (4) C + O + CO -- O = CO + CO2 + 97,200 lb. cals. (174,960 B.T. units), which equals C + O. = CO2 + 97,200 lb. cals. (174,960 B.T. units). (1). - From the above it will be seen that when carbon is converted into carbon monoxide, about 30 per cent of the total heat of combustion of the carbon is liberated; the remaining 70 per cent will be liberated when the carbon monoxide is burned in a furnace or gas engine. Most of the heat liberated from the combustion of the carbon to carbon monoxide appears as sensible heat of the gas: that is, the heat carried away by the gas when it leaves the producer. All of the heat set free in the producer need not be lost if the hot gas can be utilized for furnace work or for any other purpose in which it is not necessary to cool the gas to ordinary temperature. If, however, the gas is burned in a gas engine, the gas as it leaves the producer must be cooled; the sensible heat of the gas is then carried away by the water used for cooling. In order to reduce the quantities of heat liberated in the producer—which pass off as sensible heat of the gas, and cannot be recovered after leaving the producer—steam is mixed with the air drawn through the producer. The Water vapour mixed with the air, in passing through a bed of hot carbon, is reacted upon by the carbon and decomposed, resulting in either CO or CO2, and setting free, hydrogen. This reaction is accompanied by an absorption of heat. When 2 pounds of hydrogen combine with 16 lbs. of oxygen to form 18 pounds of water vapour, a quantity of heat equal to 58,060 lb. calories is liberated and when this water vapour is decomposed, the same quantity of heat is absorbed. The combustion of the Oxygen of the steam with the carbon is accompanied, however, by the evolution of heat according to either of the equations:— C + O = CO + 29,160 lb. cals. (52,488 B.T. units). or C +/Qe = CO2+97,200 lb. cals. (174,960 B.T. units). º The resulting chemical effect of the decomposition of steam b carbon is equal to the sum of the chemical effects of the two separate reactions. When the first reaction takes place, the quantity of heat liberated by the interaction of 12 lbs. of carbon with 16 lbs. of oxygen is 29,160 lb. calories. The equation representing these reactions may be written as follows:— (5) H2O + C = H2 + CO – 58,060 + 29,160 = H2 + CO – 28,900 lb. cals. (52,020 B.T. units). In the second case, when the products resulting from the decom- position of the water vapour are free hydrogen and carbon dioxide, it is necessary to make the supposition that 36 lbs. of steam are decomposed. 7 yielding 4 lbs. of hydrogen, and 32 lbs. of oxygen, with the absorption of 116,120 lb. calories. The combination of the 32 lbs. of oxygen with carbon, to form carbon dioxide, liberates 97,200 lb. calories. The reac- tion is represented by the equation:— (6) 2 H2O + C = 2 H2 + CO2 – 116,120 + 97,200 lb. cals. = 2 H2 + CO2 – 18,920 lb. calories (34,056 B.T. units). It will be seen from the above equations (5) and (6), that in both cases, there is a large absorption of heat; it is apparent, therefore, why even the addition of small quantities of steam to the air drawn through the producer reduces the working temperature. The decomposition of steam, resulting in free hydrogen and the interaction of the oxygen with carbon forming either carbon monoxide or carbon dioxide, requires the applica- tion of a large quantity of heat, which consequently lowers the working temperature of the producer. The heat thus absorbed can be partially, but not wholly recovered, when the free hydrogen and carbon monoxide are burned in the cylinder of the engine: forming water in the first case; and carbon dioxide in the second. By means of the process just described, the actual thermal efficiency of a producer which can be realized in practice, is considerably increased. When fuels—other than pure carbon—such as bituminous coal, ſignite, peat, etc., are gasified in the producer, the reactions become more complex. The general principles, however, are unchanged, hence no further reference to the chemical reactions which take place in the producer when fuels high in volatile matter are gasified, will be made in this report. PEAT GAS PRODUCER. DESCRIPTION. The producer shown in Plate II consists of a rectangular steel shell, having the following outside dimensions: 2'-9" × 5'-2", in horizontal section, and 15'-0" high, from floor level to top of charging hoppers. For cleaning fires and removing ashes, 12 doors are provided: four on each side, and four on the back. These doors are shown on Plate II. On Figs. 2, 3, and 4, the producer is shown in section, rear elevation, and side elevation, respectively. It can be seen by Fig. 2, that the producer consists of two com- bustion zones: F-F at the top and M at the bottom. F-F represents inclined grate bars; D-D doors for poking and cleaning the fires resting on the grates F-F. The ashes resulting from the combustion of the fuel on these grates drop into the chambers Z-Z, and are removed through the doors E-E. The gases evolved at this Zone are drawn off through the chamber B. The dust and tar which are caught in this chamber are removed through door P on the back of the producer, as shown in Fig. 3. A-A represents charging hoppers. M, on Fig. 2, represents the grate bars of the lower zone, and I-I the doors through which the fires of the lower zone are poked and cleaned. The fire above the grates of the lower Zone is poked through the doors Q-Q, as shown in Figs. 3 and 4. The ashes resulting from the complete combustion of the fuel in this Zone fall through the grate bars into the chambers O-O, and are removed through the doors J-J. The products of the combustion taking place in the upper Zone are drawn off through chamber B, through the pipe C, and vertical pipe V, PLATE II. §©® __，__ （№. ） ） \\ |- №№.№ \\ （~~` №ſ N №№�---- ſºſſiſilili ſae ſae ||||||| | Elaeºſ， №ſſae ||||||| |}}}}}}}}}}}} įſiſiliſ General view of Peat Gas Producer. N. NJ ^ \， №ſ： „^ (×) /* • „” „º ~, ● ZZZZZ 10 º Rear Elevation. FIG. 3.-Körting Peat Gas Producer. 11 2ZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZ Side Elevation. FIG. 4.--Körting Peau Gas Producer. 12 shown in Fig. 4, to chamber K, Fig. 2; when they pass finally through the fuel of the lower zone to the two gas, off-takes, H-H Fig. 2. - - S, on Fig. 4, at the top of vertical pipe V, is a damper which is opened to allow the gases resulting from the combustion of the peat to pass into the atmosphere—when the producer is standing idle. The damper T, also on Fig. 4, is closed while the producer is standing idle; but it is opened and the damper S closed when the producer is in Operation. These two dampers are provided with cover plates, which can be readily removed when it is necessary to remove from the damper chambers any material which has collected therein. The vertical gas pipe V, is cooled by means of cold water continually circulating in the jacket U. The cooling water enters at the bottom of this jacket, and overflows at the top. W, is a water seal, which covers the open bottom of the vertical pipe V. The ashes which fall through the grate bars M into the gas chamber K—shown in section in Fig. 2—are removed through door R, shown in Figs. 3 and 4. The off-takes, H-H, shown in Fig. 2, are provided with caps held firmly in place by clamps; which may be removed for the purpose of inspecting the interior of the producer, at this point, or, for the purpose of removing any dust or tarry matter which may collect in the gas chambers. - Referring to Fig. 1–which shows a plan of the producer, gas piping and cleaning systems—the two ends of the pipes connecting the producer to the cleaning system are provided with caps 1, 2, 3, and 4, respectively, which can be easily removed, when necessary, for the purpose of clearing them of any matter which may adhere to the walls of these pipes. For the purpose of regulating the amount of air entering the pro- ducer at the top and bottom Zones, two adjustable air-openings—not shown in the figures—are provided on each of the doors E-E and J-J. CLEANING SYSTEM. In order that a sufficiently cooled gas, free from tar and dust, may be delivered to the engine, the gas, after leaving the producer, passes through a cleaning system which is composed of a wet coke scrubber D. (Fig. 1), tar filter, and dry saw-dust scrubber F. The general arrangement, and means of operating the cleaning system, will be readily understood by referring to Fig. 5; which represents an ideal Section of the producer-cleaning system and engine. The producer shown in section in this figure is not of the same design as the one installed at the Fuel Testing Plant at Ottawa; but the general arrangement, and construction of the cleaning system, are prac- tically the same as that illustrated in Fig. 5. The gas, after leaving the producer, enters the wet coke scrubber A Fig. 5, at the bottom, and passes upward through about 3 feet of closely packed coke, which is continuously sprayed with water by the sprays marked E-E-E. In this scrubber, the hottest gases come into contact with the warmest water at the bottom; finally passing off at the top through the coldest spray. In this manner, the greatest cooling effect with a given amount of water is obtained. In passing through the wet coke, the gas not only loses the greater part of its sensible. heat, but is freed from dust, and some of the tarry matter which was carried in sus- pension in the gas. ! | | | | ! ! f : . . . . . . !}}|{ii} iſ ! ... ', ' ' ' '.' I # * * * *= sº * * * asºs samº mº m = ºsmºs —/o/mission Va/ce Gas and Air z-ego/a/zrºy Va/ve f 2Axhaus/ar AxA aus/ Va/~e Aea/ gas Aroo’, cer - - We/ Coke Scrubé Ax4avs/ 22. Ary Scru/.4er - X- Gas APe ce/ver - FIG. 5. IDEAL SECTION OF KORTING PEAT PRODUCER—GAS PLANT. Air-fa/ake 13 From the wet coke scrubber just described, the gas passes through a tar filter placed at C, but not shown in this figure. This filter is composed of a number of staggered baffle plates, around which the gases pass before passing finally through four perforated metal plates. The baffle plates and perforated plates are washed by sprays of hot water. The hot water for spraying the tar filter is obtained from the return cooling water of the gas engine. This filter removes the larger portion of the tarry matter carried over from the coke scrubber. After leaving the tar filter, the gas finally passes through the dry scrubber B. This scrubber is filled with excelsior at the Fuel Testing Station instead of with saw-dust which is used in some plants. The “excelsior” (wood fibre) absorbs most of the moisture and some of the tarry matter which is carried in a very finely divided state past the tar filter. Before entering the engine, the gas passes through a gas receiver; where the moisture still contained in the gas, after passing through the dry scrubber, is deposited. The water collected in this gas receiver is pumped out from time to time—preferably at the end of a week's run. The wet coke scrubber contains about 500 lbs. of coke. This coke should be taken out and washed about once every two or three months. The excelsior in the dry scrubber should be renewed every two or three months. The condition of this excelsior can be readily ascertained at any time, when the plant is not in operation; simply by removing the cover of the dry scrubber and inspecting the contents. The frequency with which the cleaning materials require to be treated or renewed, varies with the cleanliness of the gas. If the gas passed through the system contains much tarry matter, which is not separated out before reaching the dry scrubber, the excelsior in the scrubber will soon become clogged, and cease to fulfil its function of absorbing moisture and further cleaning the gas; and will, moreover, offer a considerable resistance to the passage of the gas. The resistance met with by the gas in the different parts of the cleaning system is shown by means of suitably placed water gaugeS. PRINCIPLE OF OPERATION OF THE KöRTING PEAT GAS PRODUCER. When the producer is in the proper condition for operation, that portion between the lower grate bars M and the grates F-F (Fig. 2) of the upper zone is completely filled with peat coke: peat free from moisture and volatile matter. That portion of the producer between the upper grate level and tops of; hoppers A-A. is filled with raw peat: peat as it comes from the shed. The function of the upper zone consists in driving the moisture and volatile matter from the peat which supplies the lower Zone. To prevent, as far as possible, the products of combustion in the upper Zone from being drawn by the suction of the exhauster or gas engine, straight down through the producer and out through the off-takes H-H. instead of being drawn out through C and then having to pass up through the incandescent fuel in the lower zone before reaching H, the construc- tion of the firebrick lining is made as shown in Fig. 2; a contracted neck, G, being made just below the upper zone. When the producer is entirely filled with peat coke to the upper Zone grate level, the resistance offered to the passage of the gases evolved in this Zone through the contracted neck G is greater than that offered to the passage of the gases through chamber B and pipe C (Fig. 2), down through pipe V (Fig. 4) and chamber K to the lower zone; and then up through the incandescent carbon to 14 the off-takes H-H. This double zone construction makes it possible to feed tar, and moisture-free fuel, to the lower zone, where the bulk of the final gas is formed. - - The combustion taking place at the upper Zone is just sufficient to supply the heat necessary to evaporate the moisture and drive off the volatile matter contained in the peat fed into the hoppers A-A. The gaseous products, viz., water vapour, tarry vapours, carbon monoxide, carbon dioxide, and a small percentage of gaseous hydrocar- bons, in the form of stable gases, resulting from the combustion taking place in the upper Zone, are drawn off, as explained previously, through the chamber B (Fig. 2) and down through the water-cooled pipe V (Fig. 4) to the gas chamber K, located under the fires of the lower zone. Some of the moisture and tarry vapours are condensed on the water-cooled surface of pipe V, and drop to the bottom of the water seal W (Fig. 4), from which the tar can be readily removed. That portion of the water and tarry vapours which escapes condensation in passing down through the water-cooled pipe V is drawn up through the incandescent peat coke of the lower Zone, and through the gas off-takes. A part of the moisture which escapes condensation in the water-cooled pipe V is decomposed by reaction with the hot carbon, forming free hydrogen, carbon-monoxide, and carbon dioxide. Part of the carbon dioxide is reduced to carbon monoxide, and some of the tarry vapours are changed to stable gaseous, hydrocarbon compounds. The following analysis shows the composition of a sample taken from the gases evolved in the upper Zone:– CO2 . . . . . . . . . . . . . . . . . . . . . 15.3 per cent by volume. CO. . . . . . . . . . . . . . . . . . . . . . 7. 2 “ & C O2. . . . . . . . . . . . . . . . . . . . . . . 3. 2 “ & K C2H4. . . . . . . . . . . . . . . . . . . . 0.7 “ ( & the residue being chiefly nitrogen. The gases also contain water and hydrocarbon vapours, which condense in the sample bottle before analysis. In order to ensure the best operation of this producer, care must be exercised to ascertain the most suitable size to which the peat fed into the hoppers should be crushed; since the peat in passing through the producer, remains only a comparatively short time in the upper combustion Zone; and the process of coking must be completed in this interval. If the peat is too wet or is not crushed small enough, the peat passing through the contracted neck G to the lower zone will be only partially coked, and in some cases only the moisture will be evaporated. The greater the moisture content the smaller should be the pieces of peat fed into the producer. When peat only partially coked finds its way into the lower com— bustion zone, it is impossible to obtain a gas sufficiently free from tar for use in the gas engine. PREPARATION OF PEAT GAS PRODUCER FOR OPERATION. In starting up a clean producer, a wood fire, or preferably one of coke, is built on the grate bars of the lower zone. When this is well under way, peat is slowly fed into the hoppers; time being allowed for the peat to become thoroughly heated before a new charge is put in. In this manner the producer is slowly filled, until the grate bars of the upper Zone are passed. A fire is now built under the grate bars of the upper 15 zone; and when this fire is well under way the hoppers may be completely filled. The damper S Fig. 4, must remain entirely open, and the damper T closed during the operation of building up the producer. The lower doors J-J and R Fig. 4, should be opened wide to allow of a good draft through the producer. When the producer is sufficiently hot and the fires of the upper and lower zones are burning well, the doors 1-1 and E-E can be closed, and the damper T and the valve admitting gas from the producer to the cleaning system opened. The exhauster above referred to is now put into operation, and allowed to run until the gas will burn with a strong, clear, blue flame. For the purpose of determining, approximately, the quality of the gas—as described above—a pilot burner is provided. The damper S is closed immediately after the engine is put into operation. THE GAS ENGINE. A STATEMENT OF THE PRINCIPLES UNDERLYING ITS OPERATION, AND A DESCRIPTION OF THE PRINCIPAL PARTS ENTERING INTO ITS CoNSTRUCTION. Of all the prime movers used for the production of power by the conversion of the heat energy of fuels into useful work, the gas engine, or internal combustion motor, is the least understood: particularly in Canada. The lack of information on the part of those possessing but little technical knowledge, is due to the comparatively recent development of this prime mover. Not very many years ago, the gas engine could scarcely be called a commercial success, depending as it did on town gas for its operation. During that period, all the engines constructed were of small size: 25 H.P. being termed a large gas engine. This limitation was largely influenced by the fact that, the only fuel available was town-gas—a naturally expensive fuel; and that these engines were installed at that time, not on account of their superior economy over steam, but on account of their simplicity of operation. Due, however, to the marked improvement in both design and construction of gas engines, resulting in greater efficiency and reliability, and due to the introduction on the market of commercially successful gas producers, capable of furnishing a cheap power gas, the development of this class of power plant has been very great. - Today, gas engines are built in sizes varying from a few horse- power, to 3,000 or 4,000 H.P.; and the varied application of this prime mover in all manufacturing industries, testifies to its great success. Moreover, the possibility of generating a clean and cheap producer gas from the coals found on this continent—coals which can be utilized with great economy in the modern producer-gas power plants—is resulting in the gradual displacement of the steam engine, by its more efficient and economical competitor, the gas engine. It is for these reasons, and the fact that so little is known concern- ing the application of the producer-gas engine to the varied industries in Canada—a lack of knowledge which has been responsible for many ridiculous statements—that the fundamental principles on which the gas engine is designed have been stated. And since manufacturers and others directly interested in the production of a cheaper power than can be developed from Steam, may be desirous of knowing more of the gas engine, the principal parts entering into its construction are both illustrated and described in the following pages. 16 THE INTERNAL COMBUSTION MOTOR. When a combustible gas, such as town gas, natural gas, or producer gas, is mixed with the amount of air necessary for its complete combustion, and then ignited, the products of combustion will be a highly heated gas occupying a very much larger volume at atmospheric pressure than the mixture of the gases did before ignition. This property possessed by gases has been made use of in the gas or internal combustion engine, and is the basic principle underlying its operation. The internal combustion motor derives its name from the fact that the necessary heat required to develop the power in the engine is furnish- ed by the combustion of a mixture of a combustible gas and air in the cylinder of the engine itself. There are two principal types of gas engines: (1) those operating on the 4 cycle—which are generally single-acting, and (2) those on the 2 cycle principle—which are generally double-acting. A 4 cycle engine is one which, when single acting, develops one power stroke for every two complete revolutions; while a 2 cycle, single- acting engine, develops one power stroke or impulse for every single revol- ution. The majority of gas engines, both small and large, operate on the 4 cycle principle; and this type of engine—one of which is installed at the Fuel Testing Plant, Ottawa—will be described here. An explanation of the operation of the 4 cycle gas engine will be better understood by referring to the ideal section of the peat producer-gas power plant shown in Fig. 5. - The principal parts entering into the construction of any gas engine are (1) the movable parts controlling the inlet valve for the mixture of gas and air; (2) the piston which draws in this combustible mixture and compresses it; (3) the ignition device—which at the proper moment ignites the inflammable mixture, causing it to burn; and (4) the exhaust valve through which the spent gases are discharged into the atmosphere. The governor which controls the speed of the engine is one of the most important features of any engine, and is shown, in detail, in another illustration which will be described later. DETAILED DESCRIPTION OF GAS ENGINE PARTs. Referring now to Fig. 5, the different parts will be enumerated in their order:— No. 1 is the valve for regulating the air and gas mixture. No. 2 is the valve automatically operated by the suction stroke of the gas engine, through which the mixture of air and gas is ad- mitted to the cylinder. No. 3 is the admission valve. No. 4 is the exhaust valve. No. 5 is the connecting rod which transmits the energy developed in the cylinder to the crank shaft and fly-wheel. • No. 6-6 is a space between the cylinder liner and the cylinder casting which is cooled by circulating water. This water absorbs part of the large quantity of heat developed within the cylinder and thus keeps this part of the engine cool. - No. 8 is a pipe through which the cooling water from the gas end passes to the cylinder jackets. These are the principal parts which need be here enumerated, and which will be more fully described later on. 17 The operation of the engine can be explained as follows:— After adjusting valve I—so that the necessary amount of air can be drawn in with the gas, to ensure complete combustion—consider the engine to be beginning on its dead centre, with the piston as far back as it can go. During the first forward stroke or first half revolution, the admission valve opens and an amount of a mixture of air and gas equal in quantity to the piston displacement is drawn in. This mixture, during the second half revolution or backward stroke, is compressed, and then ignited at some point determined by the ignition regulator, before the compression stroke is quite completed. The gases now ignited are further compressed until the dead centre is passed, then the piston is forced forward during the first half of the second revolution by the expansion of the highly heated gases. In expanding, some of the heat of the gases is converted into useful work, while the larger quantity is lost in the cooling water and in the exhaust gases which are discharged into the atmosphere. During the next backward stroke or completion of the second revolution, the exhaust valve opens and the spent gases are discharged through the exhaust pipe into the atmosphere. This completes the cycle of operations. Since producer gas is a compar- atively lean or weak combustible gas—that is, a gas which has a low heating value per cubic foot—it may generally be compressed to a com- paratively higher degree than a rich gas, thereby increasing the thermal efficiency of the engine. The compression with which gas engines are designed to operate depends upon the nature of the gas it is intended to use. For producer gas a compression of 140 pounds per square inch is com- mon; while a higher compression is used, when utilizing very lean gases, such as blast furnace gas. Through the introduction of high compressions, the thermal efficiency—i.e., the percentage of the total heat units of the gas burned in the cylinder, which are converted into useful work—has been largely increased. There is a limit, however, to the degree of com- pression which it is practicable or possible to use, and this limit is determined to a large extent by the components of the gas. The thermal efficiency of a well designed gas engine is in the neighbour- hood of 30 per cent, although for some engines a somewhat higher thermal efficiency has been recorded. From this it will be seen that only 30 per cent of the heat units of the gas delivered to the engine is converted into work. The other 70 per cent is lost in the exhaust gases and cooling water. The whole of the 30 per cent referred to, however, is not available for power purposes; since a portion of it is absorbed in overcoming the resistance of the moving parts of the engine. For example, if the mechanical efficiency of the engine is 90 per cent—10 per cent of the energy developed in the cylinder being used in driving the engine itself —then 30 × 90, or 27 per cent, will represent the net or real efficiency of an engine whose thermal efficiency is 30 per cent. This efficiency, however, will be seen to be very high, when compared with the very low efficiency which is realized with the average Small steam plant. In these plants, the conversion of the total heat units of the fuel burned under the boiler into useful work is often below 3 per cent; while the efficiency of the engine for small plants seldom exceeds 6 or 7 per cent. This low thermal efficiency compares very unfavourably with that which can be realized with almost any gas engine. In the case of the steam engine, a large overload may be obtained by making the cut-off later than is compatible with economy. On the other hand, the gas engine runs more nearly with maximum economy at its maximum load and has, therefore, a much smaller overload capacity. 1S Hill 19 The maximum economy of the steam engine, however—as with other engines—is only realized when it is operated at its normal rating or load. But the case is entirely different with the gas engine, in which the piston displacement, compression, and quality of the mixture, limit the maximum power developed when the engine freely draws in a complete cylinder volume consisting of a mixture of combustible gas and air. The maximum power the gas engine is capable of developing occurs when the above conditions are complied with; greater loading will slow the engine PLATE IV. H. º Detail: showing wheel for regulating air and gas mixtures, also air valve for starting the engine. down and finally stop it. Manufacturers in selling gas engines often state that a 10 per cent or even 20 per cent overload can be carried for short periods. This simply means that the normal rating of the engine is 10 per cent or 20 per cent under the maximum power which the engine is capable of developing, as explained previously. Moreover, the efficiency of a gas engine falls off rapidly with diminution of load below the maximum rating so that in order to realize the maximum economy it should be operated as near its maximum rating as is possible. 21256–3 20 DESCRIPTION OF SOME OF THE PRINCIPAL PARTS ENTERING INTO THE ‘’s.. CONSTRUCTION OF THE KöRTING GAS ENGINE. Mia'ing Valve. The hand wheel for regulating the mixture of gas and air is shown on Platé IV. The hand wheel C has on its hub, just under the letter C, a graduated scale, which shows at a glance the proportion of gas to air in the mixture. By turning the wheel to the left, the quantity of air is increased and the gas decreased, and vice versa, the gas is increased and air decreased when the wheel is turned to the right. The air is drawn through the pipe A and the gas through pipe B, and enters the mixing valve through oblong slits cut on a conical drum attached to the hand wheel C. The gas and air are thoroughly mixed and admitted to the com- bustion chamber through two annular ports, which are covered by the two annular valve seats (a) and (b), respectively, as indicated on Plate V, which shows the top of the mixing valve removed. This valve is operated by the suction stroke of the gas engine, which, by creating a partial vacuum between the top of valve 1 and the top of annular valve seat (a), causes the valve to rise; it closes immediately when the cylinder is filled with the mixture of gas and air. Any impurities which may be, and often are, carried in the gas, such as tar, dust, etc., collect on the two seats (a) and (b), and if deposited in large quantity may interfere with the proper working of the valve. The cleanliness of the valve can be readily ascertained by the sound made by the metal plate attached to the top of the spindle carrying the two valve seats, when seating on a flat metal surface in the depression shown in the top of the cover plate of the entire valve top; the metallic nature of the sound, when the valve is clean, is notably modified by a slight deposit of tar on the seat of the valve. Since this top can be very easily and rapidly removed, it should be taken out at the termination of a run, and cleaned whenever it becomes sluggish in its operation. If at any time during the operation of the engine this valve shows signs of sticking, a few drops of gasoline put in the cup on top of the valve chamber will remove the sticky matter. These precautions are, however, entirely unnecessary when the producer is in good order. Admission Valve. The gas admission valve is shown removed from the gas chamber on Plate V; 2 is the mushroom valve and spindle, and 3 is the valve seat and cage. This valve is actuated through two levers and a connecting rod, by a cam on the lay shaft which is driven at half speed. The valve is closed by a compression spring. If tar is carried in the gas, some of it generally collects on the bevel seat of this valve, and the heat in the com- bustion chamber below has a tendency to bake the tar on the valve, caus- ing it to seat imperfectly; or, if the tar is not heated sufficiently to bake it, the valve becomes sticky. To remove this difficulty, pour a mix- ture of oil, soap, and water, in the proportion of about half a pound of oil soap to a large pailful of water, around the compression spring above the valve. This will last for a long time, and prevent any further Sticking. 21 PLATE V. 21256–3} Detail: showing mixing valve and admission valve removed. 22 The valve should be removed about once a week for the purpose of thoroughly cleaning and polishing the bevelled edges of the mushroom, and valve seat. If it is deemed necessary, the valve can be removed more often, since this operation entails very little work, and requires only a few minutes. PLATE VI. . --- = |. # Detail: showing ignition timer, magneto and spark plug, and cams for operating admission and exhaust valves. Eachaust Valve. The exhaust valve is situated directly underneath the admission valve, and consists of a mushroom valve bevelled on its underside, and a spindle which extends some distance beyond the bed-plate of this part of the engine, on which is placed a strong compression spring, which serves the purpose of holding it firmly in place, and also of closing it. The opening of the valve is accomplished by a cam on the lay shaft—which is 23 driven at half the speed of the crank shaft—and a rocking beam, which turns upon an axis situated at about its centre. One end of this rock- ing beam rests against the cam, and is held firmly against it by means of the spring above referred to, and illustrated on Plate VI. The motion imparted to the rocker by the cam, compresses the Spring, and opens the valve. The valve is closed in the manner described above. To clean the exhaust valve, and regrind the bevels of the valve and valve seat it is necessary to remove the admission valve, also the spring from the lower end of the spindle of the exhaust valve—to permit the withdrawal of this valve and stem. For regrinding both the exhaust and admission valves, a small amount of fine emery and oil is distributed on the bevels of the valve seats. The spindle and valves are then put in place, without their springs, and rotated by hand until a smooth bright surface is obtained. IGNITION TIMING DEVICE. The spark for igniting the gaseous mixture in the cylinder is gen- erated by a magneto machine, D, see Plate IX. This machine is mechani- cally operated by an eccentric fixed upon the lay shaft, and connected with the armature in such a manner that the latter is slowly moved through a definite cycle, and then, the levers slipping out of contact, the original position is quickly regained under the influence of two strong springs. The rapid motion of the armature through the field of the horseshoe magnets, momentarily creates a current which passes through the contacts arranged inside the cylinder; and by a mechanical movement the latter are then separated suddenly, causing the circuit to “break,” and, in doing so, to produce a spark. Plate VI shows the arrangement of all the fittings for the magneto electric ignition appliance, which is employed on the Körting engine. D, is the magneto machine, con- structed of horseshoe magnets, between the iron pole pieces of which the armature pivoted at H oscillates. The slow motion is imparted to the armature by means of the tooth M engaging on the knife edge of the cross I. This motion is given to the tooth by the rotation of the eccentric L. After the knife edge is released from the tooth M, the two springs K-K rapidly bring the armature to its original position. The rod F, pivoted to the upper projection of cross I, makes and breaks the con- nexion of the Spark plug at E. The time of ignition can be retarded or advanced, i.e., made to occur later or earlier in the stroke, by raising or lowering the tooth M. This is accomplished by turning the graduated dial (C). In starting the engine, the igniter is so timed that the spark occurs just before the inner dead centre; this corresponds to about four points on the dial. After the engine has acquired the normal speed, the Spark is advanced about ten points, i.e., to fourteen points on the dial (C); or about 8 per cent of the stroke before the inner dead centre. It will be readily understood that the flame does not pass completely through the gases instantaneously at the time of ignition, consequently, an appreciable length of time elapses between the instant when the spark jumps across the terminals and the time when the gases have reached their maximum pressure. If the ignition occurred at the inner dead centre, the maximum pressure would not be developed until after the piston had covered an appreciable part of its stroke, consequently, the gases would not have a sufficient length of time to give up their energy to the piston 24 before the opening of the exhaust valve occurred. By advancing the spark, the maximum pressure may be made to occur just after the inner dead centre is passed, which gives the maximum efficiency to the engine. By still further advancing it, the maximum pressure could be made to occur before the inner dead centre is reached; but in this case work is per- formed against the piston before the compression is completed: which tends to rotate the engine in the opposite direction, and would actually do so were the spark advanced sufficiently; in this case, therefore, the power of the engine is reduced. By so timing the ignition that the maximum pressure developed within the cylinder shall occur just after the inner dead centre is passed, the different engine details are relieved of undue strain and its mechanical efficiency is increased. COMPFESSED AIR WALWE FOR STARTING ENGINE. This valve is shown at D Plate IV. E is a pipe which conducts the compressed air to valve D. To start the engine, turn the fly wheel in a forward direction until the crank is just off its back dead centre and both admission and exhaust valves are closed. The valve D is now pressed in, allowing a full pressure of air to enter, the cylinder. This valve must be closed before the piston begins the backward stroke. Generally the engine can be started upon one application of the air valve. The Governor. An illustration of the governor is shown on Plate IV, marked F. Quantity governing is used on the Körting engine installed at the Fuel Testing plant. With this method, the quantity and not the quality of the mixture is regulated. The regulation is performed by the opening and closing of a butterfly valve placed between the mixing and inlet valves. A heavy centrifugal governor, rotating at a high speed, actuates, by the variation in the revolutions of the engine, the butterfly valve, through a system of multiplying levers. Thus, when the revolutions drop below normal, the governor drops and the valve is opened wider, thus admitting a larger quantity of gas to the cylinder. This method of governing is very sensitive, and controls the speed of the engine within 1 per cent—when the fluctuations in the load are not too great. Cooling Water. The amount of water deemed necessary to pass through the cylinder jacket in order to properly cool those parts of the engine subject to high temperatures, must be determined for different types and sizes of engines. Several authorities maintain that an excessive supply of cooling water diminishes the efficiency of small engines; a higher efficiency being obtained with a moderate supply. The same authorities maintain that, for large engines, an abundant circulation has no influence on the efficiency of the engine: but that this is absolutely necessary in order to prevent premature firing which, without exception, would otherwise occur. 25 It has been found that the operation of the 60 B.H.P. Körting engine—installed at the Fuel Testing Plant—is most satisfactory when the outlet temperature of the cylinder cooling water is kept at about 50° C., or 122°F. UTILIZATION OF THE HEAT OF THE ExHAUST GASEs. It was previously mentioned that only 30 per cent of the heating value of the gas delivered to the engine was converted into useful work in the cylinder; the other 70 per cent passing off in the exhaust gases and cylinder jacket cooling water. This latter amount of heat is approximately equal to 6,000 B. T. units, or half a pound of coal containing 12,000 B. T. units per pound, per B. H. P. hour. This heat loss is so considerable that, many attempts have been made by experimenters to recover at least a part of it by utilizing the heat of the exhaust gases and cylinder cooling water for power or other purposes. If this heat could be even partially converted into useful work, the efficiency of the gas engine would be appreciably increased. The possibility of utilizing the heat of the exhaust gas for steam raising in specially designed steam generators has been investigated, and results have been attained which demonstrate that such a utilization of the heat of the exhaust gases is practically feasible. In connexion with large gas engine installations, low pressure steam has been generated in this manner and utilized in low pressure steam tur- bines. The steam thus generated, or the water heated, might also be utilized for heating buildings or for drying purposes, etc. If we assume, for example, that 3,000 to 3,600 B. T. U. per hour per B. H.P. developed by an engine is available, and can be utilized in the production of steam, an output not exceeding 2.2 lbs. of steam per hour, at a pressure of 70 to 85 lbs. per square inch per B. H. P. developed, could probably be obtained. But, in order to recover this waste heat, the engine must work at least at about two-thirds of its maximum power; if not, the exhaust gas is expanded down so much by the modern methods of governing that it is not hot enough to give up any appreciable quantity of heat for recovery in this manner." f By way of illustration, we will consider the case of a 100 B. H. P. gas engine working at full load. The amount of heat available per hour will be approximately 350,000 B. T. units; and since 3,500 B. T. units will generate 2 2 lbs. of steam at a pressure of 70 to 85 lbs. per Square inch, the total amount of steam generated from the utilization of the 350,000 B. T. units will be 220 lbs. If this were utilized in a non-condensing steam engine, the power developed would be about 6 H. P., or 6 per cent of the power of the gas engine. This is not inconsiderable, and will become a very appreciable factor in large gas engine installations. -ºm *-- *-* * Construction and working of internal combustion engines, R. E. Mathot, pages 198-199. 26 Experimentation will shortly be undertaken at the Fuel Testing Plant to determine the steam-raising capacity of the heat of the exhaust gases in a small heater which was constructed for the purpose. The object of these experiments will be to ascertain the feasibility of introducing such ; : := [Tºtº-º-º-º-º-º: 2% Exhaust Gas Heater Arafa Designed by tº JNNNN º-º º SN N Körting Bros. Hanover N N w *N FIG. 6, apparatus for the heating of buildings, or other purposes, in Small engine installations, similar to that installed at the Fuel Testing Plant, which is of 60 B. H. P. capacity, and similar to that designed by Messrs. Körting Bros. shown in Fig. 6. - 27 The only practical tests carried out along this line with which the writer is familiar, are those conducted at the Westinghouse Machine Company's Works at East Pittsburgh, Pennsylvania: with a No. 8 Transverse-Current Heater, manufactured by the Williams Tool Company. FIG. 7.-Transverse Current Water Heater, man- ufactured by Williams Tool Co., Erie, Pa., .S.A. And since the information contained in these tests may prove of interest to gas engine operators, or to those intending to install such a power º a copy of these Westinghouse tests has been incorporated in this report, as IO11OWS :- § TABLE I. FULL LOAD. HEATER TEST NO. 1. TEMPERATURES Fº. Wł. Lbs. Wººtº Wt., Wt., º, Length Water — Time. t 1 t; 2 t; 3 t 4 t; 5 t; 6 B1. at Bl. at #. of Test per hr. ~ */ Exhaust Exhaust Heater Start. finish. tº in Sec. through Jackets | Heater Water to | Inlet Outlet e 4 g during Jackets. | Heater Heater Gases in Gases in Outlet Test heater. 4 Fo. * e | Heater. Heater. Gases. g 12-00-00. . . . . . . . . 47° 134° 193° . . . . . . . . . . . . . . . . . . . . 208 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & © tº e º e º 'º gº º ºs e º e º 'º e {{ 133° 189 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–10–00 . . . . { { 132° 191" | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & & 131° 188° Steam makes outlet water irregular . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * { { & & 19%. , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . { { {{ 186° . . . . . . . . . . . . . . . . . . . . 20* | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . { { { { 190 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * | * * * * * * * * * * | * * * * * * * * * * | * * * * * * * * * > / e º e s a e s = e s : s = e s = e s = e s s s = e s = e s a e 77 429 352 155 8, 175 84° 59° 12–20–00. . . . . . . . * 47° 131° 190° | . . . . . . . . . . . . . . . . . . . . 264 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . r1 . . . . . * * * * * Average. . . . . . . . . . . . . . 131° 190° | 84° 59° 84°X8, 175 lbs. = 687,000 B. T. U. per hour from jackets. 59°X8, 175 lbs. = 482,000 “ {{ ( & “ heater, 143°X8,175 lbs. =1,169,000 “ & & & & “ Total. ! . 201 B. H. P. on engine using 2,175 cub. ft. natural gas per hour at 62°F. and 30" Hg., having heat value of 966 total B. T. U. per cub. ft. 2,175 cub. ft. X966 total B. T. U. = 2, 100,000 B. T. U. per hr. to eng. 201 B. H. P.X2,545 B. T. U. = 512,000 B. T. U. per hour = 24.4% of total to engine. Absorbed by jackets, – = 687,000 ( & “ “ = 32.7 “ & & ( & { { “ heater, - = 482,000 ( & “ “ = 22.9 “ {& {{ Exhaust, radiation, and friction = 419,000 ..& & “ “ = 20.0 “ {{ ( & Total, - - 2, 100,000 100.0% & & & & 1,169,000 Combined heating efficiency - engine and heater: = 73.5% § TABLE II. FULL LOAD. HEATER, TEST NO. 2. WATER TEMPERATURE TEMPERATURES Fº. |bs. Lbs. INCREASE. - Wt., Wt., º..., |Duration | Water Time. t; 1 t; 2 t; 3 t 4 t, 5 t; 6 Bl. at Bl. at #. of test per hr. Inlet Inlet Outlet Exhaust | Exhaust | Heater Start. finish. d º in Sec. through Jackets | Heater Jacket H.r. H. Gases in Gates in Qutlet º º Heater. Fo Fo Water. ºu UVºl. • * | Heater. | Heater. Gases J. GSU. 4—20—00. . . . . . . . . . 47° 100° 136° . . . . . . . . . . . . . . . . . . . . 236 i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53° 36° 4–22–32. . . . . . . . . . & & 99° 134° . . . . . . . . . . . . . . . . . . . . 233° 77 428 351 92 13,730 52° 35° 4–33-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598 370 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–34–00. . . . . . . . . . 47° 99° 135° . . . . . . . . . . . . . . . . . . . . 240 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52° 36° 4–38–00. . . . . . . . . . ( & 100° 136° [.. . . . . . . . . . . . . . . . . . . 288 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53° 36° 4–45-00. . . . . . . . . . ( & ( & 137° . . . . . . . . . . i. . . . . . . . . . 239" |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53° 37° 4–47–38. . . . . . . . . . & & { { 136° |. . . . . . . . . . . . . . . . . . . . 237° 77 444 367 98 13,490 53° 36° 4–55-00. . . . . . . . . . {{ {{ 136° . . . . . . . . . . . . . . . . . . . . 240 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–56-00. . . . . . . . . . { { ( & 136° . . . . . . . . . . . . . . . . . . . . 239° 77 432 355 93.5 13,680 53° 36° Average. . . . . . . . . . . . . . 100° 136° 13,630 53° 36° 53°X13, 630 lbs. 723,000 B. T. U. per hour from jackets, 36°X13,630 “ { 491,000 “ { heater, 89°X13,630 “ = 1,214,000 “ & & Total. 201 Q. B. H. P. on engine using 2,130 cub.ft, natural gas per hour at 62° and 30" Hg. heat value = 965 total B. T. U. per cub. ft. 2, 130 cub. ft. X966 B. T. U. = 2,060,000 B. T. U. per hour to engine. 201 B. H. P.X2, 545 B. T. U. = 512,000 B. T. U. per hour = 24.9% Total to engine. Absorbed by jackets, = 723,000 ( & ( & = 35.1% ( & & & heater, = 491,000 ( & {{ = 23.8% ( & Exhaust, radiation, and friction = 334,000 & & & & = 16. 2 “ & & Total, = 2,060,000 100.0% º & o º 1, 214,000 Combined heating efficiency – engine and heater.. = 78.5% I,548,000T 1– * TABLE III. HALF LOAD. HEATER TEST NO. 3. TEMPERATURES Fº. WEIGHT OF BARREL. Lbs. Lbs. Watsºvº - - Water, Duration | Water Time. # t; 2 t; 3 E. 4 Exit H: 6 º of Test per hr. H Inlet * t £xhaust | Exhaust, eater | At • - T'inics ter in Sec. through Jackets eater. Jacket Hº: #. Gases Gases Outlet At Start. At Finish. During l Heater. Fo. Fo. Water. Gà, UCI’. *** - in Heater, in Heater. Gases Test. 2–28–00. . . . . . . . . . 47 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–35–00. . . . . . . . . . { { 141° 1979 560° 352° 215" | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94° 56° 2-46-00. . . . . . . . . . { { 137° 193° |. . . . . . . . . . . . . . . . . . . . 216° 77 430 353 262 4,850 90° 56° e - - - e s - - - - * { { 140° 195" | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93° 55° to . . . . . . . . . . . { { 140° 196° |. . . . . . . . . . . . . . . . . . . . 216" | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93° 56° 2–52–22. . . . . . . . . . ( & 141° 196° . . . . . . . . . . . . . . . . . . . . 210 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94° 55° 2–54–00. . . . . . . . . . ( & 143 196 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96° 55° 3–12–00. . . . . . . . . . { { 137° 198° |. . . . . . . . . . . . . . . . . . . . . 220 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90° 59° 3–13–00. . . . . . . . . . 35 1379 196° |. . . . . . . . . . . . . . . . . . . . 220° 77 427 350 240 5, 250 90° 59° ( & 130° “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92° 57° x 5 140° “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93° 56° 3–14–00. . . . . . . . . . ( & 141° “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94° 55° Average. . . . . . . . . . . . . . 140° { { | 5,050 93° 56° to . . . . . . . . . . . 93° X 5,050 lbs. = 470,000 B. T. U. per hour from jackets, 1,411 cub. ft. X966 total B.T. U. = 1,363,000 B.T.U. per hr. to eng. 56° X 5,050 lbs. = 283,000 { { ( & ( ( heater, 100.8 B. H. P. X 2,545 B.T. U. = 256, 500 B.T.U. per hour = 18.8% of total to engine. Absorbed by jackets, = 470,000 “ “ “ = 34.5 “ ( & 149° X 5,050 lbs. = 753,000 { { ( & { { Total. & C heater, = 283,000 “ “ “ = 20.8 “ ( & 100.8 B. H. P. on engine using 1,411 cub. ft. gas per hour at 62° and Exhaust, radiation, and friction = 353, 500 “ “ “ = 25.9 “ & & 30" Hg. heat value = 966 total B. T. U. per cub. ft. -- - Total, = 1,363,000 100.0% º e º º 753,000 Combined heating efficiency-engine and heater. Liºn = 68.1% º LIGHT LOAD. TABLE IV. HEATER, TEST NO. 4. TEMPERATURES Fº. WEIGHT OF BARREL. Lbs. Lbs. wººver g T.. h Duration | Water Time. nºt t; 2 t; 3 Biºt Biºt Hºte: - * * Heater º: º º Jackets | Heater Inlet Hºr §º . Gases i. Gases Outlet At Start. At Finish. º9. Heater. Fo. Fo. Water. in Heater. in Heater. Gases. 1-10-00. . . . . . . . . . 46° 141° 186° | . . . . . . . . . . . . . . . . . . . . 187 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95° 45° { { 141° 186° . . . . . . . . . . . . . . . . . . . . 185" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95° 45° * g º sº & º e º ºs e º tº e º e s º { { 140° 186° . . . . . . . . . . . . . . . . . . . . 185° 77 430 353 296 4, 300 94° 46° 1–30-00. . . . . . . . . . { { 140° 188° 501° 296° 183" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 94° 48° 1–44–00. . . . . . . . . . { { 141° 186° . . . . . . . . . . . . . . . . . . . . 186 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95° 45° 1–45-00. . . . . . . . . . « 141° 190° . . . . . . . . . . . . . . . . . . . . 184° 77 427 350 302 4, 180 95° 49° 1–50–02. . . . . . . . . . {{ 142° 190° | . . . . . . . . . . . . . . . . . . . . . 183" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96° 48° Average. . . . . . . . . . . . . . 141° 187.5° 4, 240 95° 46.5° 95° 46.5° X 5, 240 lbs. = 197,000 X 4, 240 lbs. = 402, 500 B. T. U. p { { { 142.5° X 4, 240 lbs. = 599, 500 41.0 B. H. P. on engine using 976 cub. ft. gas per hour at 62°F. and 41.0 B. H. P. × 2, 545 B. T. U. = 104, 500 B. T. U Absorbed b { { { { { { er hour from jackets, { { { heater, Total. 30" Hg. heat value = 966 total B. T. U. per cub. ft. 976 cub. ft. X 966 total B. T. U = 944,000 B. T. U. per hour to engine. y jackets, heater, Total, = 402, 500 = 197,000 Exhaust, radiation, and friction = 240,000 = 944,000 {{ Xombined heating efficiency - engine and heater... . . per hour { { { { {{ ( & { { { { 11 42 20.8 { { 25.4 “ { { { { 599,500 839, 500 T = 100.0% = 71.5% { { ( & 1% of total to engine. .7 “ { { 32 Fig. S shows the heater with front and back circulation plates removed, exposing the water passages and showing their accessibility for cleaning. The exhaust passages open into the circulation plates on the FIG. S.–Williams Transverse Current Water Heater. Front and back circulation plates removed: exposing the water passages, and showing their accessibility for cleaning. The exhaust passages open into the circulation plates on the right and left-hand sides of the heater, and extend transversely to the water passages, the walls of the water passages forming the walls of the exhaust passages. right and left hand sides of the heater, and extend transversely to the water passages, the walls of the water passages forming the walls of the exhaust passages. 33 Fig. 9 shows the internal view of the transverse current water heater. The exposed section shows the water passages on the right, and the exhaust passages on the left. This method of utilizing the heat of the exhaust gases and the jacket water may find a practical application in factories or other industrial establishments, where exhaust steam is used for drying purposes. It has Fig. 9-Williams Transverse Current Water Heater. Exposed section, showing the water passages on the right and the exhaust pass- ages on the left. often been cited as an argument against the introduction of the gas engine power plant into factories, as a substitute for steam, that auxiliary boilers had to be installed for heating the buildings and for drying pur- poses; and that, therefore, the system was neither practical nor economical. 34 While in factories requiring only comparatively small power plants the possibility of heating the buildings in the manner referred to may prove impossible; for those using large amounts of power the problem º Fig. 10.-No. 8 Williams Transverse Current Water Heater, connected to Westinghouse Machine Co.'s 200 H.P. Engine. may be solved satisfactorily, by means of the gas engine power system: especially in those instances where a steady load is carried continuously during the entire day. 35 EQUIPMENT OF GAS ANALYTICAL LABORATORY. The equipment of the chemical laboratory-in addition to ovens, muffles, furnaces, and various other pieces of apparatus, which need not be described here—consists of a Bone and Wheeler, and a Randall and Barnhart gas analysis apparatus; a Junker's and a Boys' calorimeter, with meters, pressure regulators, etc., for determining the calorific value of gases; and a Fritz Köhler bomb calorimeter-with accessories, for determining the calorific value of fuels. For determining the quantity of tar carried in the gas after passing through the cleaning system, a Brady gas filter, with electric heating sleeve, is provided. A Simmance and Abady carbon dioxide recorder; a Keiser and Schmidt, and a Stans- field electric pyrometers, with milli-voltmeters, and a Junker's exhauster set, are also provided. PLATE VII. -- ºl. - - - --~~~ - | - - ºil | - - - º º I - - - - - - - - -------. --- - - - - sº- - =ſ ſº i. * - - -- - - ºr Interior of Chemical Laboratory. The Junker's calorimeter was used during the several tests made for determining the calorific value of the gas. This apparatus is clearly shown in Plate VIII, set up on the special bench made for the purpose. This bench is provided with a copper sink for carrying off the overflow water, etc. The Junker's calorimeter set with the small exhauster also shown on Plate VII is placed as near as convenient to the gas main lead- ing to the engine. Since high and varying suctions are encountered in a suction gas producer plant, the Junker's exhauster was installed for the purpose of delivering a gas of constant pressure to the calorimeter. The exhauster consists of a small blower, pressure regulator, gas filter, and a ºn H. P. alternating current motor set up on a cast iron base. The tar filter is connected to the gas main leading to the engine; 21256–4 36 consequently, all the gas drawn through the exhauster, and forced under pressure to the calorimeter, is cleaned of any tarry matter which would otherwise clog the meters and rubber tubing connecting the meter with the gas burner. A waste pipe is provided for carrying off the surplus gas. This apparatus delivers a uniform supply of gas at constant pressure regardless of the suction in the gas system, which varies from time to time. APPARATUS FOR DETERMINING THE AMOUNT OF TAR IN THE GAS. Instead of drawing the gas through the filter provided with the ex hauster, the gas may be cleaned of any tarry matter by passing through a specially designed filter paper and holder before it enters the exhauster. By this means the gas entering the exhauster and meter is not only 37 thoroughly freed from tarry and other matter; but at the same time the amount of tar carried by the gas and deposited on the filter paper can be weighed, and the amount of tar per cubic foot determined, when the volume of gas passing through the filter paper is accurately measured with a meter. The Brady gas filter consisting of a filter paper cup and holder was used for this purpose during some of the tests. The electric heating sleeve furnishes the requisite heat to drive off the moist- ure which would otherwise Saturate the filter paper cup, and interrupt the free passage of gas to the calorimeter. For determining the tar in the gas before entering the cleaning system, or just as it leaves the producer, a special gas filter—in which or— dinary filter paper can be inserted—is used. This gas filter, shown in Plate IX, is manufactured by the Westinghouse Machine Co., Pittsburgh, Pa., and was first seen in use at their experimental laboratory. The volume of gas passed through this gas filter is measured by means of a gas holder. PYROMETRIC MEASUREMENTS. The temperature of the producer-gas was determined during four of the tests with the Stansfield electric pyrometer. For this purpose, the pyrometer was inserted through a hole drilled in the cap covering the gas off-take, and the wires connecting the terminals of the pyrometer were led into the engine room and connected to the milli-voltmeter, which was placed near the switchboard, so that the readings of the switchboard instruments and the milli-voltmeter could be made, conveniently, at the same time. - - SAMPLING OF GAS FOR ANALYSIS. Samples of gas were taken for analysis every hour throughout the tests, except in two tests when it was not necessary to Sample so often. The gas samples were taken between the tar filter and dry scrubber, just before the gas entered the dry scrubber; and since the samples taken at this point did not show the final condition of the gas, after passing through the dry scrubber—as far as moisture is concerned—no determi- nations of moisture were made. The gas drawn off from the upper zone of the producer was sampled from time to time, but not regularly, during a test. Samples were also taken at other points of the system. In all cases the gas was collected over a mixture of glycerine and water, with two aspirator bottles, and since the samples, as soon as collected, were immediately taken to the laboratory for analysis, no appreciable absorption of any of the components of the gas by the water would occur during this short time. The calorific value of the gas was calculated from its analysis: the results in all cases being expressed in B. T. units per cubic foot of gas measured moist at 60° F., and at 30" of mercury pressure. SAMPLING OF PEAT; ANALYSIs, AND DETERMINATION OF MOISTURE. In order to obtain a general sample of peat—which would be, as nearly as possible, representative of its condition when fired—a sample was taken from every 50 lbs. charged into the producer. These samples were collected during the trial in a large can, provided with a tight fitting 21256–4% PLATE IX. Apparatus for determining tar in producer-gas. 39 cover. At the end of the trial the peat contained in this can was pulver- ized, and an average sample taken for analysis, and determination of moisture. GAS PRODUCER TEST.S. Previous to the erection of the Fuel Testing Station at Ottawa, and the installation of the present equipment, the Mines Branch under- took the manufacture of peat at the Victoria Road peat bog near Lind- say, Ont. The peat manufactured at this bog, amounting to some 70 tons, was stored under cover in a shed on the bog for more than a year— awaiting the completion of the plant at Ottawa. After the installation of the machinery in the fuel testing plant, this peat was shipped to Ottawa, and was used for making Several tests for fuel consumption. Owing to long storage under cover, the peat lost most of its mois- ture, hence was in too dry a condition when received at Ottawa, to work well in the Körting producer—which is not provided with an evaporator for steam raising. Some method of introducing moisture into the producer is necessary when Operating on dry fuels. Moreover, the peat was taken from a shallow part of the bog, underlain by Sand, consequently, the percentage of ash-consisting mainly of siliceous matter—was very high; averaging about 10 per cent. These negative conditions, together with the excessively high internal temperature due to the dryness of the fuel, caused some trouble, from the formation of clinkers, which could not be easily broken up. This trouble could have been avoided had there been some provision for the introduction of steam—as stated above. The Körting peat gas producer is designed to operate with peat con- taining from 25 to 30 per cent moisture; and since, when working under these conditions, no further moisture in the form of steam is required, it was not provided with the vaporizer generally found in other producers. However, during the tests made with this peat an attempt to introduce moisture was made by the erecting engineer representing the Körting firm: by injecting water inside the two doors used for poking and cleaning the fires of the lower Zone. But this did not prove entirely satisfactory, consequently it was discontinued after a few runs. - Notwithstanding the unsuitability of this peat as regards moisture and ash, the tests demonstrated that, even under these unfavourable con- ditions, the plant could be successfully worked on a commercial basis. The peat, on account of its dry condition, was badly shattered by the several handlings it received before being stacked in the shed at Ottawa; consequently, it was sufficiently broken up to be fed into the pro- ducer without further crushing. - Three tests were made with this peat, under varying conditions, to determine the fuel consumption per brake horse-power hour; but inasmuch as the general testing equipment, chemical laboratory, etc., had not been installed, at the time, the gas was neither analysed nor metered. The load carried on the engine was determined by taking readings of the voltmeter and amperemeter at intervals of fifteen minutes. For the purpose of calculating the load or brake horse-power developed at the engine, the efficiency curve of the electric generator—as determined by tests carried out by the makers—was used. At full load, or 50 K.W., the efficiency of the electric generator is 88 per cent; at 60 B. H. P. = 45 K. W., at 90 per cent full load, the generator efficiency is practically the same as at full load, viz., 88 per cent. This factor was used in conver- 40 ting the electrical horse-power—as calculated from the switchboard instru- ments—into brake horse-power, at the engine. The weight of the fuel charged into the producer during the tests made with this peat was not determined hourly, as was done with the tests made with the peat manufactured at the Alfred peat bog; but the amounts of fuel required to fill the producer hoppers whenever charging was deemed necessary (which chargings occurred at irregular intervals) were totalled at the end of the tests. With a view to enabling the readers of the report to judge for them- selves the character of the load carried during these tests, a full table is given (pages 42, 44, and 46) of all the Switchboard readings, as well as the calculated watts, and electric and brake horse-powers. DURATION OF TEST.S. On account of the construction of the Körting peat gas producer, described earlier in this report, the duration of a test need not necessarily be longer than seven hours—the length of time prescribed by the makers. This will be readily understood when it is stated that, the fires of the upper and lower zones rest on grate bars, and, therefore, can be readily cleaned of ashes. Further, since that portion of the producer below the upper grate level is filled, or should, always be filled with coked peat, it is possible to bring the producer—after a seven hours' run—to nearly the Same state, as regards condition and weight of fuel, as it was in at the beginning of the run or trial. Hence, for the determination of fuel con- sumption per B. H. P. hour, seven hours is probably a sufficient length of time in which to arrive at an approximately correct result; providing the producer is run for two or three hours before the beginning of the test under the same conditions as during the test. The majority of the tests, however, were run for at least ten hours. TESTS MADE WITH THE PEAT MANUFACTURED AT THE VICTORIA ROAD PEAT BOG, NEAR LINDSAY, ONT. Test No. 1, February 24, 1910. As previously stated, the dry condition, and large amount of fusible ash in the peat, coupled with the high working temperature which could not be controlled, caused the formation of clinkers, and interfered, to Some extent, with the regular operation of the producer. The trouble most noticeable was, the irregular feeding of the fuel into the lower zone. This was caused by clinkers adhering to the walls above the doors pro- vided for poking, and resulted in scaffolding. The large hollow spaces thus formed in the lower zone, caused irregularity in the composition of the gas, and the formation of some tar. The tar was due to the feeding into the lower Zone of uncoked peat; for, when the clinkers broke away— On account of the weight of fuel resting on them, or when broken away by poking—large quantities of green or partially coked peat dropped into this Zone from the upper portions of the producer, instead of passing slowly and regularly down through the upper zone. The tar carried over through the cleaning system, only gave trouble at the admission valve, which showed signs of sticking several times during the trial. This trouble was, however, easily overcome by dropping a little gasoline around the Spindle of the valve. The irregularity in the composition of the gas was easily taken care of by the air and gas regulating valve; and 41 at no time during the trial was this irregularity serious enough to necessi- tate a reduction of the load carried on the engine: as can plainly be seen by consulting the accompanying table of results. In this table are recorded the observations taken at fifteen minute intervals: the watts, the horse-power at switchboard, the brake horse-power developed at the engine, and the average brake horse-power developed during the trial; so that the variations occurring in the load during these intervals can easily be seen. In addition to the above recorded results, the time of poking and charging producer are included in the table. It will be seen by referring to Table V that the fuel charged into the producer at 11.45 a.m., and 3.38 and 4.40 p.m., is of a larger amount than that charged at any other time. This was due, as explained previously, to the formation of clinkers, which kept the fuel from feeding regularly into the lower zone; so that when the obstructions to the free passage of the fuel broke away, a sudden drop occurred, which at times—as at 4.40 p.m.—almost completely emptied the charging hoppers. The fires were cleaned at 10.30 a.m., 3.35 and 6.00 p.m. ANAIYSIS OF PEAT. The following is the analysis of the peat used during these trials:— Volatile matter. . . . . . . . . . . . . . . . . . . . . . . 69.5 Fixed carbon . . . . . . . . . . . . . . . . . . * * * * * * * 25.2 Ash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3 Calorific value of dry fuel. . . . . . . . . . . . . . 8650 B. T. U. per lb. The high amount of ash (10 per cent) mentioned above, was due to a large amount of free sand contained in the peat manufactured and used during the trials. The above analysis was made from a general Sample of the peat contained in the entire bog which was obtained before manufacturing began. The following is a summary of the results of the test:- Fires cleaned and hoppers filled at. . . . . . . . . . . . . . . . 10.30 a.m. Test started . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .... • * * * 10.30 a.m. Test terminated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.00 p.m. Duration of test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 hrs., 30 mins. Average volts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 “ amperes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 “ watts delivered at switchboard. . . . . . . . . . . 38700 “ H. P. at switchboard. . . . . . . . . . . . . . . . . . . . 51.9 “ B. H. P. developed at engine. . . . . . . . . . . . . 58.9 Moisture content of fuel . . . . . . . . . . . . . . . . . . . . . . . . 13% Ash content of dry fuel. . . . . . . . . . . . . . . . . . . . . . . . . 10% Calorific value of dry fuel. . . . . . . . . . . . . . . . . . . . . . . . 8650 B. T. U. per lb Total fuel as fired . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 904 lbs & C & & calculated dry . . . . . . . . . . . . . . . . . . 786 “ Fuel consumption per hour as fired. . . . . . . . . . . . . . . 120.5 lbs. ( & “ hour calculated, dry. . . . . . . . 104.9 ( & “ B.H.P. hour as fired . . . . . . . . 2.04 lbs. & & “ B.H.P. hour as calculated, dry 1.78 “ 200 R. P. M. Speed of gas engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 TABLE V. Test No. 1, February 24. SWITCHBOARD OBSERVATIONS, AND CALCULATED WATTS, HORSE-POWER AT SWITCHBOARD, B.H.P. AT ENGINE AND FUEL CONSUMPTION. Am- H.P. of B.H.P. B.H.P. Time of | Fuel, | Time | Consump- Time. CI’ Volts. | Watts. | Switch- On Hourly Charg- || lbs. of tion of peat peres. . board. Engine. Average ing. Chgd. Poking per B.H.P. a .IIl. a...IIl. 2,.D.Ol. 10.30 || 310 124 38440 || 51 - 5 58 - 5 59.9 10.30 | Filled 10.30 10.45 322 125 40250 53.9 61' 3 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.00 || 320 125 40000 || 53.6 60. 9 59.9 i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15 315 125 39380 || 52.8 60-0 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.30 || 312 124 38690 51 - 9 58-9 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .45 || 312 124 38690 51 - 9 58.9 |. . . . . . . . 11.45 168 | . . . . . . . . Average Ill. Consump- 12.00 || 310 123 38130 || 51 - 1 58. 1 58.5 ! . . . . . . . . . . . . . . . . . . . . . . . . tion of p.m. Peat per 12.15 310 123 38130 51 - 1 58. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B.H.P. hour 12.30 || 310 124 38440 51 - 5 58: 5 i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . during trial 12.45 || 307 124 380.70 || 51 - 0 58' 0 | . . . . . . . . D.II] . . . . . . . . . . . . . . . . . . . as fired 1.00 307 125 38380 51.4 58.4 59. 0 1.00 |. . . . . . . . . . . . . . . . . 2.04 lbs. 1.15. 318 125 39750 53.3 60 5 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dry: 1.78 1.30 || 315 124 39060 52-3 59 5 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lbs. 1.45 || 328 125 41000 || 54-9 62:4. I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 || 325 125 40630 54.4 61 - 9 60.9 |. . . . . . . . . . . . . . . . . . . . . . . . . 2, 15 || 320 124 39680 53.2 60-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 || 317 125 39630 53- 1 60-3 |. . . . . . . . 2. 20 133 | . . . . . . . . 2.45 307 125 38380 || 51.4 58-4 i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 || 315 126 39690 53.2 60-4 i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15 || 308 125 38500 || 51.6 58. 6 59.4 |. . . . . . . . . . . . . . . . . Iſl. 3.30 || 310 125 38750 51.9 59.0 . . . . . . . . . . . . . . . . . . . . . . . . 3.35 3.45 300 118 35400 47.4 53-9 |. . . . . . . . 3.38 163 | . . . . . . . . 4.00 || 305 122 37210 49-9 56-7 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15 302 124 37450 50.2 57. 0 56.9 . . . . . . . . . . . . . . . . . . . . . . . . 4.30 305 125 38130 || 51.1 58-1 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 305 125 38130 51 - 1 58. 1 . . . . . . . . . 4.40 175 i. . . . . . . . 5.00 305 125 38130 51. 1 58. 1 58-4 . . . . . . . . . . . . . . . . . . . . . . . . 5.15 305 125 38130 || 51.1 58-1 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.30 || 311 126 39180 52.5 59.7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.45 305 126 38130 || 51.1 58. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.00 305 125 38130 || 51 - 1 58.1 ! . . . . . . . . 6.00 139 6.00 | Av...}11.2 | 124.4 38698 || 51.9 58.9 |........ |... . . . . . |…l… Total. . . . . . . . . . . . . . . . … …l… s & e e s e a s … 904 . . . . . . . . . 43 Test No. 2, February 28, 1910. During this test, the producer was poked every two hours—six times in all. Considerable water was admitted through the lower fire doors by two pipes connected to the water main and the two sides of the produc- er, just above the fire doors. Most of this water found its way into the gas chamber just below the grate bars, and thoroughly Saturated the ashes which accumulated there. It was believed that the hot gases passing through this gas chamber would take up a certain amount of moisture which, in passing through the hot carbon of the lower zone, would be decomposed, as already explained (see pages 6 and 7) and thus cool the fuel bed sufficiently to prevent the formation of clinkers. To a certain extent, this device materially improved the operation; but it was found that moisture could not be effectively introduced in this manner. The feeding of fuel from the upper into the lower zone was more regular, and no noticeable air spaces occurred in the lower fuel bed. Moreover, the tar carried past the cleaning system did not at any time prove more troublesome than in the previous run. The fuel consump- tion was, however, noticeably higher. In Table VI the readings of the switchboard instruments, and the calculated watts; horse-power at Switchboard, and brake horse-power at engine, are tabulated for every fifteen minutes interval. In addition, the hourly average brake horse-power developed at the engine, and the average volts, amperes, watts, etc., are also tabulated. During this trial, the amounts of fuel charged into the producer hoppers, and the times of charging were not recorded; only the total amount of fuel charged during the entire run was determined. The following is a summary of the results:— Fire cleaned, ashes removed, and hoppers filled. . . . . . . 10.00 a.m. Test started. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.00 a.m. Test terminated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.00 p.m. Duration of test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 hrs. Average volts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 “ amperes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 “ watts delivered at switchboard. . . . . . . . . . . . . 38070 “ H. P. at switchboard. . . . . . . . . . . . . . . . . . . . . . 51 - 0 “ B. H. P. developed at engine. . . . . . . . . . . . . . . 58.0 Moisture content of fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . 13% Ash content of dry fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10% Calorific value of dry fuel. . . . . . . . . . . . . . . . . . . . . . . . . . 8650 B.T.U.per lb. Total fuel as fired. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1704 lbs. & 4 fired dry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1482 “ . Fuel consumption per hour as fired. . . . . . . . . . . . . . . . . . 142 “ ( & & C. “ calculated dry. . . . . . . . . . . . 123 “ ( & ( & B.H.P. hour as fired. . . . . . . . . . . 2.45 lbs. & & ( & & C calculated dry. . . . . . 2. 12 “ Speed of gas engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 R.P.M. 44 SWITCHBOARD OBSERVATIO TABLE VI. Test No. 2, February 28, 1910. NS AND CALCULATED WATTS AND BRAKE HORSE-POWER. E. H. P. R.H.P. |B.H.P. Time. Amperes. Volts. Watts. at switch- at Hourly board. engine. Average. 10.00 a.m. 310 121 37510 50.3 57.1 10.15 305 125 38130 51 - 1 58. I 10.30 305 126 38.430 51 - 5 58.5 59.0 10.45 315 126 39690 53.2 60.4 11.00 315 127 40010 53. 6 60. 9 11.15 305 127 38740 51 - 9 59.0 11.30 305 127 38740 51 - 9 59.0 59 - 1 11.45 305 127 38740 51 - 9 59.0 12.00 300 126 37800 50.7 57.6 12.15 p.m. 298 127 37850 50.7 57.6 12.30 299 125 37380 50 - 1 56.9 57.4 12.45 299 127 37970 50.9 57.8 1.00 298 126 37550 50.3 57.2 1.15 300 126 37800 50.7 57.6 1. 30 305 125 38130 51 - 1 58. 1 57.8 1.45 305 125 38130 51 - 1 58. 1 2.00 300 127 38100 51 - 1 58.0 2. 15 305 125 38130 51 - 1 58. 1 2.30 305 125 38130 51 - 1 58. 1 57.8 2.45 300 125 37500 50.3 57.1 3.00 302 125 37750 50.6 57.5 3.15 300 126 37800 50.7 57.6 3.30 305 127 38740 51.9 59.0 58.3 3.45 305 126 38.430 51 - 5 58.5 4.00 306 126 38560 51. 7 58. 7 4.15 301 126 37930 50.8 57.8 4.30 300 127 38100 51 - 1 58.0 57.8 4.45 300 125 37500 50.3 57.1 5.00 p.m. 298 127 37850 50.7 57.6 5.15 300 125 37500 50.3 57.1 5.30 303 125 37880 50.8 57.7 57.83 5.45 300 - 125 37500 50.3 57.1 6.00 300 125 37500 50.3 57.1 6.15 300 125 37500 50.3 57.1 6.30 300 125 37500 50.3 57.1 57. 24 6.45 300 125 37500 50.3 57.1 7.00 301 126 37930 50. 8 57. S 7.15 300 125 37500 50.3 57.1 7.30 300 125 37500 50.3 57.1 57. 16 7.45 29S 125 37250 49-9 56.7 8.00 300 125 37500 50.3 57.1 8.15 305 127 38740 51.9 59.0 S. 30 | 301 126 37930 50.8 57. 9 57.98 8.45 301 126 37930 50.8 57. 9 - 9.00 305 125 38130 51 - 1 58 - 1 9. 15 305 127 38740 51.9 59.0 9. 30 305 126 38.430 51 - 5 58.5 58.91 9.45 308 127 39120 52.4 59.6 10.00 307 127 38990 52.3 59.4 302.8 125.8 38073 51 - 0 58.0 45 Test No. 3, March 2, 1910. During this trial, the producer was only poked and cleaned at the beginning and end. Water was introduced in the same manner as in the preceding trial. The producer was charged whenever the fuel drop- ped to a certain level in the hoppers; and since the times of charging happened to fall at irregular intervals, the hourly amounts were calcu- lated so that the fuel consumption per B. H. P. hour, for every hour, could be 'determined. By consulting Table III, it will be seen that the con- sumption of fuel per B. H. P. hour, for the last five hours, is very uniform; which indicates the uniform operation of the producer after the fifth hour. The irregularity of fuel consumption during the first five hours was prob- ably due to the fact that the producer was not properly cleaned of clinkers produced during the previous days' run. These, after being released from the walls of the producer, dropped to the bottom, and were softened sufficiently by the moisture introduced through the fire doors to cause no further interference in the uniform feeding of the peat coke from the upper to the lower zone. No trouble was caused by tar at the engine, and the trial, generally, was very satisfactory. SUMMARY OF RESULTS. Fires cleaned, ashes removed, and hoppers filled. . . . 8.00 a.m. Test started... . . . . . . . . . . . . . . . . . . . . . . . . . . . e < * * * * 8.00 a.m. “ terminated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.00 p.m. Duration of test... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 hrs. Average volts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 “ amperes.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 “ watts delivered at switchboard..... . . . . . . . . 40590 “ B. H. P. developed at engine. . . ... . . . . . . . . 61.8 Moisture content of fuel.... . . . . . . . . . . . . . . . . . . . . . . 13% Ash ( & “ . . . . . . . . . . . . . . . . . . . . . . . . 10% Calorific value of dry fuel. . . . . . . . . . . . . . . . . . . . . . . . 8650 B. T. U. per lb. Fuel consumption per hour, as fired.... . . . . . . . . . . . . 123.4 lbs. - ( & & C “ calculated dry. . . . . . . . 107.4 “ & & “ B.H.P. hour as fired . . . . . . . . 1. 99 “ & & C & & & calculated dry... 1.73 “ Speed of gas engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 R. P. M. 46 TABLE Test No. 3, March 2, 1910. VII. SWITCHBOARD OBSERVATIONS. CALCULATED WATTS, ELECTRIC H.P. AND B.H.P. Calcu- |IFuel Con- Time Am- H. P. B.B.I.P. B.H.P. | Time of Lbs. of lated sumption of TeS Volts. Watts. of at hourly | charg- || Peat Hourly per Obs’t. Peres. Switch- Engine average ing fuel. charged. Con- || B.H.P. board. Sump- hour. tion. lbs. a...DOl. - 3.IIl. 8.00) 305 127 38740 || 51.9 59.0 | . . . . . . . . 8.00 Filled 8.15| 315 127 40000 || 53.6 60. 9 59.8 |. . . . . . . . . ſ. . . . . . . . . 145 2.43 8.30 312 125 39000 52.3 59.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.45| 310 125 38750 || 51.9 59-0 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.00, 316 126 39820 53.4 60.6 . . . . . . . . . 9, 15 167 . . . . . . . . . 9. 15: 310 127 39370 52.8 60.0 59.7 | . . . . . . . . . . . . . . . . . . . 110 1.84 9, 30| 310 125 38750 || 51.9 59.0 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.45 310 126 39060 52.3 59.5 ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.00 310 126 39060 52.3 59.5 ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.15 310 126 39060 52.3 59.5 59.6 | . . . . . . . . . . . . . . . . . . . 70 1 - 17 10.30: 305 126 38430 || 51.5 58.5 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.45| 315 126 39690 52.2 59.3 . . . . . . . . 10. 55 174 | . . . . . . . . . 11.00; 320 126 40320 | 54.0 614 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15 320 126 40320 54 - 0 61.4 614 | . . . . . . . . . . . . . . . . . . 150 2.44 11.30 318 126 40070 53.7 61:0 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . w 11.45 320 126 40320 54 - 0 614 i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.00 325 125 40630 54.4 61.9 |. . . . . . . . P.II) . . . . . . . . . . . . . . . . . . . . . . Iſl. 12.15 328 125 41000 54-9 62. 4 62. 4 12. 16 173 171 2.74 12.30 325 125 40630 54 - 4 61.9 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.45| 331 125 41380 || 55.4 63.0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 330 125 41250 55.3 62-8. l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 335 125 4.1880 56.1 63.8 62.9 1.15 167 120 1.81 1. 30) 330 125 41250 55.3 62.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.45| 330 125 41250 55.3 62.8 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 328 125 41000 54-9 02:4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 333 125 41630 || 55.8 || 63.4 63' 3 . . . . . . . . . . . . . . . . . . 115 1.81 2.30 332 125 41500 55.6 03:2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.45 334 125 41750 56.0 63.6 | . . . . . . . . 2.44 164 i. . . . . . . . . 3.00 335 125 4.1880 56.1 63-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15. 335 125 4.1880 56.1 63.8 63.7 . . . . . . . . . . . . . . . . . . 120 1.88 3.30 338 125 42250 56.6 04:3 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.45 335 126 42210 56.6 64-3 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.00 326 126 || 41080 55. 1 62-6 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15 332 126 41830 56. 1 63.7 62.8 4. 13 176 115 1.83 4.30 322 126 40570 || 54.4 61-8 l. . . . . . . . . . . . . . . . . . . . . . . . . . ". . . . . . . . . 4.45 329 125 41130 55. 1 62.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.00 329 126 41450 55. 6 63-1 |. . . . . . . . . . . . . . . . . . . . . . . . . . ". . . . . . . . . 5.15 318 125 39750 53.3 60.5 62.6 |. . . . . . . . . . . . . . . . . . 118 1.89 5.30 322 126 40570 54.4 61-8 |. . . . . . . . . . . . . . . . . . . . . . . . . . ! - - - - - - - - - 5.45| 328 126 j 41330 55.4 || 62.9 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . | | | | | | | || 6.00 337 126 42460 56.9 64-7 | . . . . . . . . 6.00 213 . . . . . . . . . Av' e! 323-2 125-6, 40592 || 54.4 61.8 |............................................ Totals,........ |... . . . . . . . . . . . . * * * * * * * * * * * * * * * * |… 10 hrs. 1284 1234 1.99 47 TESTs MADE WITH THE PEAT MANUFACTURED AT THE GOVERNMENT PEAT BOG. After the completion of the chemical laboratory, tests were begun with the peat manufactured at the Government peat plant at Alfred. Before beginning these tests, considerable time was spent in ascertaining the size to which the peat should be crushed, in order to obtain the best results in the producer. This is explained on page 14. It was found that peat containing 30 per cent of moisture should be crushed to about the size of a hen’s egg; while for peat containing less moisture, larger sizes may be used, although the smaller sizes offer no difficulties to the operation of the producer—regardless of the moisture content. The crushing is accomplished by a modified stone pulverizer. This, in its original form, consisted of two spiral corrugated steel rolls of about 6” diamater, X 2 feet long, driven, by hand, through a system of cog wheels. The maximum clearance that could be obtained was only 1"; which crushed the peat too small. Moreover, the corrugations were only about #" deep, so that the rolls failed to grip the peat. The original rolls—which could not be adapted to this class of crushing— were replaced by two cast iron rolls, provided with spikes about 1%." long. These proved to be both satisfactory and inexpensive. The crusher is driven by a 5 H. P. D. C. motor, which happened to be on hand. The power furnished by this motor is altogether too high, a 2 H. P. motor being sufficiently powerful to do the work. The considerable amount of fines which resulted from the crushing caused no trouble whatever in the operation of the producer. This was conclusively proved by the experiments carried out with screened peat, and also with the peat mixed with fines just as it left the crusher. Several tests have been made with this peat, five of which are here re- corded, namely, one 30 hour continuous test at full load, and four ten hour tests at full, three-fourths, one-half, and one-fourth loads. All the chemical tests in connexion with this work, were conducted under the direction of Edgar Stansfield, M. Sc., who has charge of the Che- mical Laboratory of the Fuel Testing Plant. During two of these tests assistance was rendered by Mr. M. F. Connor, of the Mines Branch chemi- cal staff. The following is a table of the analysis of fuels used in the producer trials:— - 48 TABLE VIII. ANALYSIS OF FUELS USED IN PRODUCER TRIALS. Description of fuel. . . . PEAT FROM ALFRED Producer used. . . . . . . . . - KÖRTING. 1910 1911 - Date of Nov. Dec. Dec. Dec. Jan. Feb. Mar. Mar. Mar. Mar. Sampling 14 1 6–7 23 12 8 16 17 18 21 Sample - marks. . . . 28 32 38 40 57 69 73 74 75 76 30 10 10 10 10 10 hour hour hour hour hour hour NOTES. test test test test test test at at at at # # full # load load load load Moisture of peat as - fired ...... 36.6 30.0 29.3 38.2 30.6 35.0 33.3 31.8 35.0 37.5 Proxima- te analy- sis of dry fuel... Fixed carbon (by * difference) %l. . . . . . . . . . . . . . . . 30-0 | . . . . . . . . 30.2 | . . . . . . . . 30. 7 30.9 30.9 31 - 2 Volatile *: Matter 9% | . . . . . . . . . . . . . . . . 64-0 | . . . . . . . . 63.9 . . . . . . . . 62.9 63. 1 63.0 62.8 Ash.....7%|... . . . . . . . . . . . . . 6.0 | . . . . . . . . 5.9 . . . . . . . . 6.4 6.0 6.1 | 6-0 Calorific value of dry fue B.T. U. per lb. . . . . . . . . . . . . . . . . . . . . 94.70 | . . . . . . . . 9440 | . . . . . . . . 9440 9460 9500 9460 - ſº. 30.8% Average analysis of dry peat from above 5 analyses: Xºlºtile matter. . . . . . . . . º º e e s s & s a e < * * * * * * * * * * * * e O &ºiás value. . . . . . . . . . 9460 B.T.U. per lb. (Qarbon. . . . . . . . . . . . . . . . . 56.0% * Hydrogen. . . . . . . . . . . . . . . 5.2% Ultimate analysis of sample No. 74: Ash....... 6.0% Oxygen, nitrogen, and sul- phur (by difference)... 32.8% Trial No. 4, December 6–7, 1910. During this trial the producer and engine were operated continuous- ly at full load for a period of 30 hours, for the purpose of determining the fuel consumption per brake horse-power hour; the uniformity of the gas; the water consumption for cooling purposes; and the behaviour of the plant in general, during a period of that duration. Previous to this trial the producer had been standing idle for some time, consequently was comparatively cold when the trial commenced. No 49 pyrometer measurements were made of the gas in the offtakes, hence the rise in temperature of the gas, and the interior of the producer cannot, fortunately, be shown. During the first ten hours considerable tar was carried past the cleaning system into the mixing and admission valves, and into the cylinder of the engine; but, owing to one of the properties of peat tar—especially of the tar resulting from the distillation of peat at low temperatures, namely, its complete solution in a mixture of oil soap and water—no trouble was experienced which necessitated a reduction of the load. During the remainder of the test the condition of the producer steadily improved, and the operation of the plant throughout the last ten hours was satisfac- tory; with the exception of the accumulation of tar on the valve seat and spindle of the gas admission valve which caused some sticking. To over- come this, a mixture of oil soap and water was dropped on the valve- spindle. At the termination of the trial the producer was in excellent con- dition, and the gas contained but little tar. Under these conditions, the plant could have been operated continuously for almost any period. Table IX, contains all the principal data of the test, an inspec- tion of which will show the uniformity of the gas in composition and in calorific value. The lowest heating values always occurred imme- diately after poking; but, with very few exceptions, the heating value of the gas never dropped low enough to necessitate a change in the propor- tion of the mixture of gas and air. The fuel consumption in pounds per B. H. P. hour is calculated for peat containing 25 per cent moisture, and also for dry peat. The amounts of water used for cooling the engine and for the cleaning system, calculated per B. H. P. hour, are very low, and, therefore, satisfactory. The following is a summary of the results of this test:— Fires cleaned, ashes removed, and hoppers filled. . . . 11.00 a.m. Dec. 6. Trial started. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.00 ( & “ terminated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.00 p.m. Dec. 7. Duration of test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 hrs. Average volts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 “ amperes... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 “ watts delivered at switchboard . . . . . . . . . . . 38.200 “ H. P.delivered at switchboard. . . . . . . . . . . . . 51.2 “ B. H. P. developed at engine. . . . . . . . . . . . . 58.2 Moisture content of fuel. . . . . . . . . . . . . . . . . . . . . . . . . 29.3% Ash in dry fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0% Calorific value of dry fuel. . . . . . . . . . . . . . . . . . . . . . . . 9470 B.T.U. per lb. Total fuel fired. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4900 lbs. - Fuel consumption per hour. . . . . . . . . . . . . . . . . . . . . . . 163 “ ( & C & B.H.P. hour as fired. . . . . . . . 2.81 lbs. ( & & 4 C & calculated to 25% moisture 2.65 “ & C ( & “ calculated dry.. . . . . . 1. 98 “ Water consumption per B.H.P. hour producer... . . . 2: 61 gals. & & & C C & engine. . . . . . . . 2. 14 “ Speed of engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 R. P. M. 50 Trials Nos. 5, 6, 7, and 8. These tests, run at three-fourths, one-half, one-fourth, and full loads, respectively, were made for the purpose of determining the fuel consum- ption per B. H. P. hour at these respective loads, and the load at which the producer operated the most satisfactorily. During these tests, with the exception of the one run at one-fourth load, the gas was sampled and analysed every hour. The fuel consumption was determined for every hour, and the temperature of the gas in the offtake observed every fifteen minutes. From this data, and the switchboard observations, were calculated the E. H. P., and the average B. H. P. developed at the engine during each hour; the composition and calorific value of the gas, the temperature of the gas, in the offtake, and the fuel consumption per hour per B. H. P. For all of these tests, the water used in the pro- ducer cleaning system and for cooling the engine, was measured. Tables V, VI, VII, and VIII, show the results of the test in detail; while Charts 1, 2, 3, and 4, show the same results graphically. The average results of the four tests are shown graphically on Chart No. 5. . On this chart the average temperatures in degrees Fahrenheit; the average fuel consumption per B. H. P. hour; heat units in the gas, and the water consumption in gallons per B. H. P. hour—for both the pro- ducer and engine—are plotted as ordinates on a base line or abscissa, which, in this case, represents the respective B. H. powers developed during the four tests. The chart is self-explanatory. The summary of the four tests gives the total averages of all the important items. Test No. 5, made at 89 per cent full load, was intended to be run at exactly three-fourths load, but during this test it was found necessary to furnish the required power to drive the machinery of the ore concentrating laboratory; which made it impossible to carry a load at the engine precisely equal to three-fourths of the full load rating. Previous to this trial, the producer had been standing practically idle for some time, and, con- sequently, was not in a hot enough condition to operate at its best. It may be said in passing, that the producer cannot be brought to the proper condition as regards internal temperature conditions, i.e., tem- peratures of the lining, etc.—which, of course, affects the uniform com- bustion of the fuel—in a few hours' run. . To obtain the best and most efficient operation of this producer, as well as any other producer, and form a gas as free as possible from tar, the producer should be operated more or less continuously for ten hours during the working days; but such operation is impossible at the Fuel Testing Plant, and since the producer, before starting the engine, is exhausted for only a short period by means of a small fan, driven by a 1 H. P. motor, it is necessary to run the engine, in order to bring the producer into good working condition. An inspection of Chart No. 1 shows the steady rise in temperature from 320° F. at the beginning of the test, to over 540° F. at the termin- ation. In all the succeeding tests, after the producer had become hot and the temperature conditions more uniform, the high temperature, namely, 540°, was never reached even at full load, when the maximum temper- ature recorded was only 496° F. This plainly shows that the producer was not at the beginning or termination of Test No. 5 in the best condi- tion for efficient operation. Test No. 6, at one-half load, was run on March 17, the day following the test at three-fourths load. It will be seen by consulting Chart No. CALCULATED WATTs, HoRSE-Power, FUEL CONSUMPTION, ETC. RESULTS OF OBSERVATIONS. TABLE IX. TEST No. 4, DEC. 6–7, 1910. CAL. VALUE WATER CONSUMPTION aś.di B. H. P GAS ANALYSIS. OF GAs. Tºe OF ENGINE, AND PRODUCER. Time. Amperes.| Wolts. Watts. at of poking switch- Engine. - Combust— Pro- board. No. Time. CO2 O2 N2 C2H4 CH4 CO. ible Gross. | Net. ducer. tºmºmºmºmºs Engine. Producer. 8.IIl. a. IOl. 11.00 to 12.00 f 360 111 || 39,900 53.5 60-8 1 || 11.00 | 8.9 || 0.9 || 57.7 || 0.6 | 1.9 20. 9 32.5 125 | 117 | 12.00 Gals. for 30 hours..... 3,750 4, 563 “ per hour. . . . . . . . 125 152 p. DOl. ** * B. H.P. hour 2-14 2.61 Noon. & * 12.00 to 1.00 365 109 || 39,960 53.5 60.8 2 | 12.00 || 10.8 0.5 55.9 || 0-6 || 2.3 . 19.3 32.8 128 120 p.ID. 1.00 to 2.00 363 110 || 39,790 53.3 60.6 3 | 1.00 | 10.8 || 0.1 || 57.0 | 0.3 | 1.5 | 10.7 | 19.6 32.1 117 | 110 | p.m. l fuel fired 4,900 lb 2.00 to 3.00 339 111 || 39,700 50. 5 57.4 4 || 2.00 | 10.9 || 0.7 || 56.5 || 0-3 || 1 - 6 9.7 | 20.3 31.9 117 110 || “...?0|Total fuel fired. . . . . . . . . . . . . . . . . ,9 S. 3.00 to 4.00 345 108 || 37,400 50 - 1 57.0 5 3.00 | 11.3 || 0.1 || 56.8 || 0.3 | 1.9 || 10.4 # 19.2 31.8 119 || 111 4.00 to 5.00 350 107 || 37,380 50.1 56.9 6 || 4.10 | 11.2 || 0.4 || 56.4 || 0.5 | 1.9 || 10-2 | 19.4 32.0 122 || 114 fuel º 5.00 to 6.00 348 108 ; 37,450 50.2 57.0 7 5.05 || 11.1 | 1.1 | 60.9 || 0.5 | 1.4 || 8-1 | 16.9 26.9 103 || 36|| 5.40|Average fuel consumption per 163 lb 6.00 to , 7.00 341 109 || 37,170 49.8 56.6 8 6.00 11.1 || 0.3 || 56.1 || 0.4 || 2.2 | 10.6 | 19.3 32.5 124 || 116 OUT. . . . . . . . . . . . . . . . . . . . . . . . . S. 7.00 to 8.00 343 110 || 37,600 50.4 57.3 9 || 7.35 | 10.2 0.2 56.6 0.1 | 1.8 j 11-3 || 19.8 “33.0 119 || 112 8.00 to 9.00 341 110 || 37,650 50. 5 57.3 10 | 8.30 | 9.9 || 0.4 55.7 0.4 || 1 | 6 || 11 - 2 | 20.8 34-0 125 | 117 Fuel & B.EI.P 9.00 to 10.00 344 110 || 37,840 50.7 57.6 11 9. 15 || 11.7 || 0.4 || 58.3 || 0.5 || 2 - 1 || 9 - 6 || 17.4 29. 6 116 || 108 || 9. 15 º ºon per B.H. P. 10.00 to 11.00 337 109 || 36,870 49.4 56.1 || 12 || 10.00 | 10.4 || 0.3 || 56.1 || 0.4 | 1.9 || 10.4 | 20.5 33.2 | 125 | 117 our as fired. 29.3% moist- 2.81 lb 11.00 to 12.00 342 108 37,000 49.6 56.4 13 || 11.00 || 9.9 || 0.3 || 55.7 || 0.4 2. 1 || 10.2 ſ 21.4 34 - 1 129 || 121 Ulre. . . . . . . . . . . . . . . . . . . . . . . . . . . º S. 14 | 12.00 | 9.3 || 0.4 || 56.3 || 0-5 2-2 || 9.7 | 21-6 34 - 0 130 | 123 a.m. & a. DOl. 1.00 Fuel consumption per B. H. P. a .IOl. hour calculated for beat con- 12.00 to 1.00 350 107 37,440 50.2 57.1 taining 25% moisture. . . . . . . . . 2.65 lbs. 1.00 to 2.00 350 108 || 37,780 50.6 57.5 15 | 1.05 9.4 0.4 || 55.9 || 0.4 1.9 || 10.8 || 21.4 34.5 129 || 121 2.00 to 3.00 350 107 || 37,380 50.1 56.9 16 || 2.00 | 8.6 || 0.4 || 57. 1 || 0.3 | 1.9 || 9-6 || 22.1 33.9 125 118 º 3.00 to 4.00 356 106 || 37,800 50.7 57.6 17 | 3.00 8.7 || 0.3 57.7 || 0.3 2.3 || 8.5 22.2 33.3 126 119 || 3.30;Fuel consumption per B. H. P. 4.00 to 5.00 359 107 || 38,480 51.6 58.6 18 4.00 | 9-0 || 0-3 || 56-7 || 0-4 1.8 9.8 22.0 34.0 126 || 119 hour calculated for absolutely 5.00 to 6.00 362 108 || 39,090 52.4 59.5 19 || 5.05 || 9.3 0.4 || 56.8 || 0-3 | 1.9 || 9.9 ſ 21.4 33.5 124 117 5.40 dry peat..... . . . . . . . . . . . . . . . . 1.98 lbs. 6.00 to 7.00 354 108 || 38,370 51.4 58.4 20 | 6.00 | 8.9 || 0-3 || 57.5 || 0-3 || 2-3 || 8.9 || 21.8 33.3 126 119 * 7.00 to 8.00 345 109 || 37,670 50.5 57.4 21 || 7.05 || 8.8 || 0-3 || 56.7 || 0.4 || 2-0 || 9.4 22.4 34-2 128 121 8.00 to 9.00 343 110 ! 37,660 50. 5 57.4 22 8.05 || 10.5 ! 0.6 ſ 58. 1 || 0.4 | 1.7 8.9 | 19.8 30.8 116 || 109 - 9.00 to 10.00 344 110 || 37,860 50.7 57.7 23 i9 .05 || 9.9 || 0.2 58.5 ! 0.7 | 1.7 || 8.0 | 21.0 31.4 121 || 115 10.20 10.00 to 11.00 350 111 || 38,750 51.9 59.0 24 || 10.05 9. 1 || 0.3 59.3 || 0-3 || 2. 1 || 9-0 || 19.9 31.3 119 || 112 11.00 to 12.00 351.8 111 || 39,010 52.3 59.4 25 11.05 || 8.9 || 0 - 1 || 58.0 || 0-3 | 1.8 || 9.6 ſ 21-3 33.0 122 || 115 p.In . p. DOl. 12.00 to 1.00 352 111 || 39,050 52.3 59.5 26 || 12.05 || 8.9 0.1 || 58.0 || 0.7 || 3.7 || 8.3 || 20.3 33.0 140 || 131 1.00 to 2.00 357 110 || 39,410 52.8 60-0 27 | 1.10 | 9.6 0.1 | 54.5 0.4 2-0 | 11.0 22.4 35.8 134 126 2.00 to 3.00 355 110 || 39,000 52.3 59.4 28 2.05 || 9.4 || 0.5 ſ 56.3 || 0.4 2-3 || 9.9 || 21.2 33.8 129 121 | p.m. 3.00 to 4.00 358 109 38,830 52.0 59. 1 29 || 3.05 || 8.7 0.1 || 56.7 || 0-3 | 1.7 | 10.6 21.9 34.5 126 119 4.00 to 5.00 357 109 || 38,770 52.0 59 - 0 30 || 4.05 || 11.1 || 0.2 55.0 || 0-1 || 2.4 || 10. 0 | 21.2 33.7 126 || 116 || 5.00 Total ave. 350. 4 109 || 38,202 51.2 58. 2 9.9 0.4 || 56.9 0.4 2-0 || 9.8 || 20.6 32.8 124 || 116 21256—p. 51 51 2 that the temperature of the gas in the offtake has become very uniform, not reaching during the test a temperature much exceeding 240° F. At this temperature the producer operated most satisfactorily: the gas throughout the entire test being practically free from tar. Moreover, the amount of waste matter passing off with the water in the cleaning system; was exceedingly Small. On March 18—the day following the test at one-half load—the tes. for full-load was run. An inspection of Chart No. 3 will show the temperature conditions prevailing in the gas offtake during this test. At the beginning of the trial the temperature was 380° F. This steadily rose until a temperature of 496° F. was reached, when it steadily dropped to 470° F., which was the temperature at the termination of the trial and for a short time after the test was discontinued. At the termination of this test the producer was in excellent condition. The formation of tar at the final temperature was almost negligible. Test No. 8—one-fourth load—was run the day following the test at full-load. Chart No. 4 shows the exceedingly low temperature prevailing during this test. The temperature at no time during this run exceeded 155° F., and scarcely varied more than a few degrees from this temper- ature. Fuel Consumption. The fuel consumption for all these tests was most satisfactory, and the hourly rate quite uniform. An inspection of Charts 1, 2, 3, and 4, shows the most noticeable variations to occur at the times of poking the fires of the lower zone. Composition and Calorific Value of the Gas. An inspection of the gas analysis in Tables V, VI, VII, and VIII, and the curves representing the calorific values of the gas on Charts 1, 2, 3, and 4, shows that throughout these tests the composition and calorific value of the gas varied but slightly. The Formation of Tar. The by-products resulting from the distillation of peat at temper- atures obtaining in the producer, consist of heavy and light tars, paraffin- oils, ammonia, etc., and the quantity of such products depends to a very large extent on the moisture content of the peat when fired. As previously explained, most of the heavy tar is condensed and separated in the water cooled pipe which connects the upper and lower zones of the producer. This tar drops into the water seal at the bottom of the pipe, and takes no further part in the formation of the final producer gas. The remaining by-products—such as lighter tar and paraffin-oils— escape condensation in the water cooled pipe, and pass into the lower zone of the producer. In passing through the hot peat coke—as explained in the foregoing part of this report—some of these light tars and oils interact with carbon, and form permanent gaseous compounds; but the physical and chemical character of a part of these tars and oils is not changed, or at best, very slightly, and they pass with the final producer gas to the cleaning System. - In passing through the coke Scrubber, a large amount of the lighter Substances is separated out and passes off with the cleaning and cooling water; while a large amount of the products still remaining, is separated out in the tar filter which is continually washed by sprays of hot water. The wet coke scrubber and the tar filter separate the bulk of these products from the gas, and leave it comparatively clean. 21256—5 52 According to the temperature conditions obtaining in the producer, and the moisture content of the peat when fired, the gas after it leaves the cleaning system still contains more or less tar carried in a very finely divided state, which gives the gas the appearance of a fog or mist. It is evident, therefore, that the formation of the final producer gas, or in other words, the gas which leaves the producer, can only be altered by varying either the internal temperature of the producer, or the moisture content of the peat. When the moisture cannot be varied, the temperature can only be increased or decreased by increasing or decreasing the load carried on the engine. Effect of Temperature on the Formation of Tar. The temperatures resulting from the different loads carried on the engine during the tests just described are plainly shown on Chart 5. The lowest average temperature occurred in the test of one-fourth load. The peat used during this test contained the highest percentage of moisture, viz., 37.5 per cent; but the tar carried by the gas past the cleaning system was scarcely noticeable, and caused absolutely no inconvenience whatever in the operation of the engine. The distillation products during this test consisted mainly of paraffin-oils; which were either partly separated by the cleaning system before entering the engine, or passed into the engine, there being burned in the combustion chamber along with the permanent gases. The temperatures prevailing during the one-half and three-fourths loads were considerably higher, while the character of the by-products was noticeably different both physically and chemically, the percentage of light tars being quite predominant. The gas during these two tests was, however, remarkably free from tar. The greatest amount of tar was formed during the test at full load; the amount of paraffin-oils being comparatively very small. The average temperature during this trial was higher than that obtained during any of the former trials at lower loads. The tar carried past the cleaning system was, however, at no time serious. The load during this trial was not reduced; and only twice during the ten hours was the piston sprayed with a mixture of oil-soap and water. This occurred during the first two or three hours of the run, after which the gas continually improved up to the end of the run, when the conditions were quite satisfactory. The colour of the by-products—which are separated out in the cleaning System—varies from a light yellow to a deep dark brown, which at times is almost black, and rapidly changes from the one to the other as the temperature conditions vary in the producer. From experience it has been learned that the light yellow colour of the by- products generally indicates the proper working of the producer, while the darker by-products indicate the opposite. Effect of Moisture Content of the Peat on the Formalion of Tar. When the percentage of moisture contained in the peat is high, the heavy tar resulting from the distillation carried on in the upper zone of the producer, condenses in very large amounts on the walls of the gas chamber leading to the water cooled pipe, and also in the water cooled pipe itself. When the moisture content of the peat is much in excess of 40 per cent, the tar during a run will often completely choke the above chamber, and the damper boxes on the top end of the pipe. And, when the peat contains moisture much in excess of this amount, the tar produced is TABLE X. RESULTS OF OBSERVATIONS. CALCULATED WATTs, HoRSE-Power, FUEL ConsumpTION, ETC. TEST No. 5. March 16 = # Load. re: d5 * @ ... I = 3| +5 - .#| || #|Éir O Q) Sh 9 3 E. O 3. * e e .5 5 § GAS ANALYSIS. CAL VAL. Of Hä B+: 5P WATER CONSUMPTION OF ENGINE Time th 3 * | rº; +5 GAs. # 9 || 3 || #H AND PRODUCER. of taking g | | 3 | ##| 2:3 # =|5 #|á. observations. | 3 || 3 || 3 || 3 ; : * '3| No. 1Time of ãºlº g|8% à | # | 3 || 3 || A *| H 5| of taking | CO2. O2. N2. |C2H4. CH4. H2. CO. Combust—| Gross. | Net. §§ §§ g s *=s* Lngine. Producer. rº -y sºſyo z vyo wae soº yo3-anyo- a d'uva z cy 'Ay'87 // C7B/O 7 77/7 -y 8/ A/08/b/ // Z. “O/\/ _/ S’.37_L gº ）;// /./24/9 CALCULATED WATTs, HoRSE-Powers, FUEL CoNSUMPTION, ETC. TABLE XII. RESULTS OF OBSERVATIONS. TEST No. 7. MARCH 18—FULL LOAD. .* k- Q) g # GAS ANALYSIS. CAL. VAL. GAs. 3. * ## WATER CONSUMPTION OF ENGINE. o, 3 a . ro ## AND PRODUCER. Time. g | 3 |##. # 5 5 à 3. g; # § | . 3 No. 1Time of * 5 Q4-2- g Pro- 3 # § 3 PH2 of Samp- CO2 O2 N2 C2H4 || CH4 || H2. CO. Combust— Net. g- ă ă Engine. ducer 3 || > || 5 || $4 ||I. Sample ling. ible. Pri £ 60 e 8.DOl. 3.I.D. % % % % % % % % of". 6.00 to 7.00 || 308|| 121 380 Gals. for 10 hrs.... 1,250 3,000 7.00 “ 8.00 308|| 123 383 125 300 8.00 “ 9.00 309|| 123 1 9.35| 9.3| 1.0|| 57.2| 1.4| 2.4] 9. 1 19.6 32.5 130 442) “ per B.H.P.H. 2.08 4.98 9.00 “10.00 || 323| 123 2 10.30| 10-5, 0.4 57.4 0.5 3.4 6.7 20.1 30.7 120 442 10.00 “11.00 || 323| 123 3 11.30| 9.8|| 0-6, 56.4f 0.3| 0.9| 9.5 22.5 33.2 110 442 11.00 “12.00 || 324 125 - * 455 p.II). p. DOl. - 4 12.30 9.0|| 0-5, 58.3| 0.5 2. 1| 8.2 20-4 31.2 114 12.00 “ 1.00 || 324. 125|40, 310|40. 3'54.061.4|. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.44|| 496 1.00 “ 2.00 .328 123 5 2.00; 9.9| 0-2 58.0|| 0.5 2.3| 8.1 21.0 31.9 117 2.93| 482 2.00 “ 3.00 || 328| 124 6 3.30|| 10.2| 0.7| 58-5| 0.5| 2.5| 8.5 19.1 30.6 114 2.02 475 3.00 “ 4.00 | 329, 12340,393|40-454-161.5|... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.60|| 470 Average. . . . . . . . 320|| 123 9.8| 0.5 57.6 0.6| 2.3| 8.3 20.5 31.7 117. 5 2. 59| 447 21256—p. 57 § TABLE XIII. RESULTS OF OBSERVATIONS. CALCULATED WATTs, HoRSE-Power, FUEL ConsumpTION, ETC. TEST No. 8. MARCH 21—# LOAD. WATER CONSUMPTION OF ENGINE AND PRODUCER. H. P. B. H. P. Fuel used | Fuel used Tempera- Time. Amperes. Volts. Watts. Rilo- of of per per ture watts. switch- Engine. hour. P.H.P.H. of gas in board. offtake. --- Engine. Producer lbs. lbs. op al. Iſl. 8.00 to 9.00 148 112 16,450 16.45 22.0 25. 0 90 3.59 |. . . . . . . . . . Gals. for 10 hrs. . . . . . . . . S75 2,687 9.00 “10.00 90 107 9, 640 9.64 12.9 14. 7 100 6.81 152 “ per hour. . . . . . . . . . S7. 5 268.7 10.00 “ 11.00 93 107 9,990 9.99 13.4 15. 2 90 5. 92 155 “ per B.H.P.H.... . . 5.4 16.6 11.00 “12.00 95 106 10, 100 10. 11 13.5 15.4 100 6.50 154 p.m. 12.00 “ 1.00 94 107 || 10,020 10. 02 13.4 . 15.3 100 6. 55 153 1.00 “ 2.00 91 107 9,740 9. 74 13.0 14.8 120 8.09 154 2.00 “ 3.00 93 106 9,870 9.87 13.2 15. 0 85 5. 65 142 3.00 “ 4.00 94 107 / 10, 130 10. 12 13. 6 15.4 100 6. 48 148 4.00 “ 5.00 94 107 9,980 9.98 13.4 15. 2 80 5.26 153 5.00 “ 6.00 94 108 10,080 10. 08 13.5 15.4 100 6. 51 146 Average . . . . . . . . 98 107 10,600 10. 60 14. 2 16. 1 96.5 6-14 151 58 -zno// :9 vecº vozytºwns wo2 />n-y sºyez yyo ug sºº yoa-rryp-wadºwa L e/?/'67 '/ q yo 7 ſ// , / º /º/28/b/º/ 8 "OAV _ZS’，7_L O 87 ſy zrő// /./24/O 59 TABLE XIV. SUMMARY OF THE RESULTS OF TESTS NOS. 5, 6, 7, AND 8. Loads carried on engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . # # # Full |- Fires cleaned, ashes removed, and hoppers filled. . . . |8.00 a.m. |8.00 a.m. (8.30 a.m. 6.00 a.m. Test started. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.00 “ 8.00 “ 8.30 “ 6.00 “ “ terminated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.00 p.m. |6.00 p.m. |6.30 p.m. || 4.00 p.m. Duration of test, hours. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 10 10 10 Average volts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.4 111. 6 115. 7 123.3 & & &IDPCICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98.5 192. 6 304 - 1 320 - 2 C & Watts at Switchboard. . . . . . . . . . . . . . . . . . . . . . . 106.00 215. 10 351 - 80 39490 ( & H.P. at Switchboard. . . . . . . . . . . . . . . . . . . . . . . . 14 - 2 28.8 47.1 52.9 {{ B.H.P. developed at engine. . . . . . . . . . . . . . . . 16.1 32.7 53. 6 60. 1 & & moisture content of fuel, 9%. . . . . . . . . . . . . . . ** * * 37.5 31.8 33.3 35 - 0 Ash in dry fuel, 9%. . . . . . . . . . . . . . . . . . . . . ... e º 'º e = e º e = * * * * * 6.0 • 6 6.4 6.1 Calorific value of dry fuel, B.T. units per lb. . . . . . . . . . 94 - 60 94 - 60 94-40 950. 0 Total fuel fired, lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96.5 10. 60 15. 80 155.5 Average fuel consumption per hour, lbs. . . . . . . . . . . . . . . 96.5 10.6 1.58 155.5 ( & * { { “ B.H.P. hour as fired, lbs. . . . . . . 6. 14 3.25 2.95 2.59 { { ( & “ B.H.P. hour as calculated to 25% moisture, lbs. . . . . . . . . . . 5. 12 2.95 2.62 2.24 ( & & & “ B.H.P. hour as calculated dry •, lbs . . . . . . . . . . . . . . . . . . . . . . . 3.84 2. 22 1.97 1.68 Water consumption, gals. per B.H.P. hour, producer.. 16. 6 10.31 5.9 4.98 {{ & & gals. per B.H.P., engine..... . . . . . . 5. 2.6ſ) 2 - 1 2.08 Speed of engine, revs. per minute. . . . . . . . . . . . . . . . . . 20. 1 2. 00 1.98 1.98 60 Char/-//95 Combined zesz //5 of 7e5/s //23.5, 6, 7 & 8 A. 7372erozare of gas z o.ºrakes B Aire/ conson/ozoz/per & //* //ozza- C – —-M/a/e/- yy of /*ozaceraer & A. AE’ Aſoar »y ” Azg/ze “ y? $ 9 E - Æ. 7 &/7//5 //7 PART II. RESULTS OF TRIALS WITH PRODUCER: As ALTERED BY THE KORTING BROTHERS, HANOVER, GERMANY. PART II. RESULTS OF TRIALS WITH PRODUCER: As ALTERED BY THE KORTING BROTHERS, HANOVER, GERMANY. - INTRODUCTION. The trials described in part I, demonstrated that, with the producer and cleaning system as originally designed and constructed, it was impossible to obtain a gas sufficiently free from tar to permit the engine to operate many hours without cleaning the cylinder and valves. It was also shown that the operation of cleaning could be performed while the engine was in motion, without in any way interfering with the load; but while the plant could be run for an indefinite period without having to shut down for purposes of cleaning, efforts were made to discover the seat of the trouble, and, if possible, to correct it. The results of the many trials conducted by the writer and his technical staff, tended to point to a faulty construction of the producer itself; and on the strength of the deductions made from the observations, certain changes in the internal construction of the producer were recom- mended to Körting Brothers, Hanover, Germany—the manufacturers of the plant. - With a view to assisting them in their efforts to eliminate the tendency to the formation of tar in large quantities, the Mines Branch sent to their works at Hanover, Germany, ten tons of the peat manufactured at the Government peat plant at Alfred. After a lengthy investigation of the behaviour of this peat under varying conditions in a similar producer erected in their shops, they reported as having succeeded in obtaining a gas free from tar, and on which the engine could operate for many months without cleaning. To accomplish this result, the engineer-in-charge—acting upom the results of our investigation—deemed it advisable to alter the shape of the lining of the producer ; because the contracted neck described in the foregoing pages did not offer sufficient resistance to the passage of the gas down through this neck to the offtakes, hence, instead of operating as an up-draft producer, in the upper Zone, it acted partially as down- draft. In order to overcome this difficulty, the contracted neck was made much longer, thus increasing, considerably, the resistance to the passage of the gas through this channel. The cleaning system was also altered, as will be described later. y But even with these alterations, the producer, though undoubtedly, improved, failed to deliver a gas sufficiently free from tar to permit of . more than a few hours' operation of the engine before it became necessary to clean the valves and cylinder to prevent sticking; and the old remedy of Washing with oil-soap and water had to be resorted to. The trials made by the producer expert sent by the Körting Brothers from Germany did not prove satisfactory, as regards the generation of a tar-free gas, consequently, a series of tests were conducted by the technical staff of the Fuel Testing Division for the purpose of 63 64 ascertaining the cause of the trouble, and, if possible, discovering some means of correcting it". During these trials the producer was operated under varying conditions, as regards air openings in the upper and lower zones; the objective being, to ascertain the particular air openings with which the producer delivered the cleanest gas, and, if possible, to balance the two Zones. After many trials, the idea of appreciably decreasing the ten- dency to the formation of tar, by this means, was abandoned; since, even with a large range of air-openings, the composition of the gas was only slightly altered, and the quantity of tar carried past the cleaning system did not vary to any appreciable extent. As a result of many trials made with the producer in its original and altered state, it was concluded that the tarry components of the gas evolved in the upper Zone could not be entirely burned or split-up into permanent combustible gases; and for this reason, a special method of cleaning the gas was resorted to in order to overcome the difficulty. After considerable eacperimentation, the writer succeeded in devising c cleaning system which effectively separated the troublesome tarry matter from the gas; so that, irrespective of the behaviour of the producer itself, namely, whether it operated as down-draft or up-draft, with large or Small air-openings, the gas at all times was sufficiently clean to offer no obstruction to the normal operation of the gas engine. While, under the original construction, it was necessary to remove and clean the mixing or admission valves after a few hours' run—and even the piston, after a few days—it is now possible—under the new conditions—to run for many days before it becomes necessary to clean either the mixing or admission valves, and the piston should not require cleaning more than Once or twice a year, if the plant is operated continuously. This system of cleaning will be described later. DESCRIPTION OF THE ALTERATIONS MADE TO THE PEAT GAS PRODUCER AND CLEANING SYSTEM. The complete details of the alterations made to the shape of the li of the producer are so clearly shown in Fig. 11 that no detailed descrip is required. The changes will be better comprehended by comparing 11 with Fig. 2, page 9. It will be seen that the principal change consists in the lengtheni g of the contracted neck, G, Fig. 2; an alteration in construction which involved the necessity of a very thick lining at that section. This increased thickness of lining—which runs from the grates of the upper Zone to below the gas offtakes at the lower Zone—was taken advantage of for the purpose of decreasing the loss of heat through radiation. The lining is constructed of silica brick at a, fig. 1, Fig. 1.1—which shows the vertical, longitudinal section—firebrick at c, and a specially prepared heat insulating material at b, between a and C. Fig. 2 on the same plate, shows a vertical, transverse Section of the producer. The lining at this section is composed of firebrick at c, and a special heat insulating material at b. The gas offtake of the upper zone has been enlarged, as will be seen by comparing fig. 1, Fig. 11; and Fig. 2, page 9. 1These alterations were made at the expense of the Körting Brothers, who sent one of their experts to Ottawa, to superintend the work. © ºmº |-- F=====ſ-ae § Nº ºxyº Jº...". " & & G & ºxºx : SR&º: &Xº WN 2 Nº * º & Sº & Cº . wºx. & Q º 8& W § NY § W N ØØØ W N vºw ºvºvº & & QXYXººxºxºxºxº N XXº & § tº º § tº ſº sº- * = * * * * : * -º cº-º: ". N N § tººky: & WYAYºYº º WXYXº & § G º ſº & º §§ t--~~~~ ~~ & 3 & - & * S Žº º sº S & § I SA: C. C-A/ SA: C. J.-Aſ 2/,/Ț 2.|| Rºſſºſ， %|-ØN !! *-|· ±%|(4 A- - -Ł º AI=H LJ;| NIHUTLU|-] }} | AC）））-ULIJ） U−|−−TTTTC’ſiu：|------]] （）ſ-ºſ–，H:LITE-E-JH L-ſ）. --№ſſae-*|-L-Ł≡ ? A---!--JL IJ"L––L––J L––ī£IEſ!=---- !== ） --J- * - - G---+------L-FTIT JOELJI!=）-（---） ）)ſ-ſL-+-J * §h ----* * ====== ==+===+） * =：=≡ （−）=====* *=+（==+ *= *=+ === ==） *=+ ||||||||||||||||||||| D. E. E. [[[][][||||ſ|q|q|q|[. L–T--— ||—z|ș|- *ź（§J|-s-< №Ś|-N< „£” SQ ØN Fig. №” —DETAILS OF KORTING PEAT GAS PRODUCER. *|- \, *=> • \, *ae- N FIG. 11 © | L | | * ！ *ſ* 65 The grate bars of the upper zone were re-designed with larger air- openings; while those of the lower Zone are so designed that the gas from the upper zone drawn up through these grates will be deflected away from the centre of , the fire. These changes are shown in figs. 1, 2, 3, and 6, Fig. 11. i . PURPOSE OF LENGTHENING THE CONTRACTED NECK OR PASSAGE CONNECTING THE UPPER AND LOWER ZONES. In the producer as originally constructed, the gases evolved in the upper zone were partially drawn down through the contracted neck G, Fig. 2, page 9, to the two gas offtakes, and did not all pass through the incandescent fuel of the lower zone, consequently, the tarry components of the gas were neither burned nor split up into permanent combustible gases. The producer, when operating in this manner, was up-draft in the lower Zone, and partially down-draft in the upper Zone; the gases generated from both, mixing at the offtakes. The amount of tar formed, or which escaped the producer unchanged, depended on the ratio of the amount of gas passing down through the contracted neck to that passing through the pipe, C-V-U, Fig. 4, page 11. This ratio was varied by the restriction of pipe C-V-U, caused by the adherence of tarry matter to its walls. As originally constructed, therefore, the operation of the producer was irregular, delivering at times a gas comparatively free from tar, and at other times one heavily charged with tarry vapours. ^. To overcome this difficulty and to ensure the passage of the gas from the upper to the lower zone through the pipe provided for this purpose, the contracted neck was made sufficiently long to increase the resistance necessary to prevent any appreciable quantity of gas from being drawn down through the same. With this new construction, it is probable that all, or very nearly all, of the gases evolved in the upper Zone are conducted to the chamber under the grates of the lower Zone, where they pass through the grates, and mix with the air admitted through the air-openings in the doors of the ash chamber. - The objective of drawing the gases in this manner through the incan- descent peat coke of the lower Zone is, either to cause the tarry vapours to burn when mixed with the air, or to be split up into permanent com- bustible gases. This is realized to a certain extent; but a quantity of the tarry vapours generally escapes combustion or decomposition and must be separated out in the cleaning system. The bulk of the tarry matter is removed in the coke scrubber and tar filter; but even under the best conditions tar in a very finely divided State is carried in suspension by the gas past the entire cleaning system to the engine. Here, it is deposited on the mixing, admission valves, and in the cylinder, where it becomes partially carbonized, causing the valves and piston to stick. Whenever this occurs, it is necessary, in order to ensure regular operation of the engine, to thoroughly cleanse the cylinder and valves with a mixture of oil-soap and water, as already described. EFFECTS OF ALTERATIONS TO THE PRODUCER. While the producer, as now constructed, cannot deliver a gas free from tar, i.e., cannot completely burn or split up into permanent com- buſtible gases all the hydrocarbon vapours evolved in the upper zone, yet the alteration has effected a manifest improvement: its operation is 66 more uniform, and the amount of Solid material possessing a high heating value, which it is necessary to separate out in the coke scrubber is materially decreased, and at times scarcely noticeable. The main difficulty, however, still exists, as in the old form of the producer, namely, the for- mation of a variety of tar: as a thin liquid when condensed, and as finely divided particles carried in a state of suspension after passing through the cleaning system. This objectionable by-product cannot be obviated in the producer itself, but must be separated out mechanically. To accomplish this, the makers of the plant, who designed and carried out the alterations, devised a special addition to the coke scrubber. But this device, as our many tests have shown, failed to accomplish the desired result; hence, the writer, after considerable experimentation, invented a remedial device which completely removes the troublesome matter from the gas. The plant, as it now Stands, is an unqualified success. THE KöRTING IMPROVED CORE SCRUBBER. The alterations to the wet coke scrubber (see Fig. 12) consisted of an addition to the top of the old scrubber which was used with the original plant. The shell of the original coke scrubber, still in place, is designated on Fig. 12 by the letter A, while the addition is indicated by the letter B. The lower part of the present scrubber consists, as before, of a gas chamber in the lower part, connected by an overflow pipe E, to a water seal, also a cleaning door H, and a gas intake D. The middle part C, is filled with coke, resting on wooden gratings at F, and is fitted with cleaning door G. At the top of section A immediately above the coke is a settling chamber, which formerly served as the outlet for the gas, and in which was placed the water spray. Section B–the additional length added to the old scrubber—is 5 feet high. On the lower end of this cylinder is bolted a diaphragm plate S, in the centre of which is a hole 12" diameter. A perforated metal plate J, covers this hole, and a cylinder, K-K–open at both ends and perforated for about two-thirds of its height—fits inside the flange O-O on the per- forated metal plate J, and is held firmly in place by the cover plate, P-P, which presses against it. L is the water spray, and N a relief cock. The gas from the producer enters at D and passes up through the grating F and coke C into the expansion or settling chamber R, and then through the perforated plate J and perforations in cylinder K-K to the outlet M. The spray at L impinges against the interior Surface of the cylinder K-K and then passes through the plate J and coke C to the bottom of the scrubber, where it flows off through the pipe E. The gas in passing through the wet coke is cooled, and loses some of its dust and tarry matter, which passes with the cooling water into the seal. In passing through the perforated metal plate J, the velocity of the gas— and consequently, of the particles of tar carried past the coke—is increased, so that when the gas again expands into the chamber surrounding the cylinder K-K, its velocity and also that of the tarry particles, is reduced; and some of the latter—adhering to the inside and outside surface of the cylinder or dropping to the bottom onto the metal plate J–are washed down by the steady flow of spray water, to the overflow at the bottom. 67 A considerable quantity of tarry material is separated from the gas in this way; but the particles which are carried in a very finely divided state in suspension by the gas, are not affected by this arrangement, which gives rise to alternate increases and decreases in the velocities of the gas; but pass with it through the entire cleaning system to the engine, where this matter is finally condensed on the walls of the mixing and admission valves, and in the cylinder itself. This gives rise to the troubles previously re- ferred to. The particles carried in, suspension are in such a finely divided state that they give the gas the appearance of a white vapour; in fact, the sub- division of the particles is so minute that, the application of the term Vapour, to this phenomenon, may be quite correct. The alterations to the original coke scrubber were, on the whole, an improvement. There were, however, certain details which might have been further improved: for instance, a portion of the solid matter se- parated from the gas was washed through the plate J, but that portion which was deposited outside the cylinder K-K, dropped down between the cylinder K-K and the enclosing cylinder, on to the diaphragm plate S, where, in a short time, the accumulation would be quite considerable. Separation of Solid matter from the gas again took place at the opening to the outlet M, Where the accumulation would, at times, completely choke up the passage during a lengthy run. These defects could, of course, have been easily remedied had this system been satisfactory in other particulars. EXPERIMENTS TO ASCERTAIN A METHOD FOR EFFECTIVELY SEPARATING THE TAR Fog FROM THE GAs. To determine under what conditions the tar fog present in producer gas would condense or separate out from the gas, and how these conditions could be applied in a simple but effective manner to a cleaning system— With special reference to the one already in place—experiments were under- taken with a view to investigating the effect on the matter held in sus- pension by the gas, of varying the velocity of the gas by means of different shaped pipes, etc. These experiments will not be described in detail, but Only a statement made of the general results obtained. When a gas heavily charged with the above-described, tar-fog is drawn from a larger to a smaller chamber: for example, through a glass tube of about 1" diameter at the inlet end, drawn down to a small fraction of an inch at the outlet end, the velocity is very greatly increased; but if this gas is then expanded into a second chamber 1" diameter—similar to that of the gas inlet end—the following phenomenon may be observed. In the contracted neck between the two expanded chambers, the tar fog is seen to condense on the glass walls as a brownish, black grease. This, then forms into small globules or pellets, which are shot out with considerable force into the expansion chamber. - This phenomenon may be due to the great resistance set up by the rapidly flowing gas against the glass surface, causing the particles to lose their velocity and thus accumulate; or, it may possibly be due to the crowding together of the stream lines, which affects the deposition of the *ar fog on the walls of the channel, or to a combination of the two. These experiments showed that the tar fog could be separated from the gas in this manner; but the high suctions necessary to draw the gas through the Small tubing and the tendency to increased suction due to clogging of the pipes or tubes render such a method impracticable. 21256–6 § A § I I | º —Ab ! | | I | | C i =|| 5::ſ: g O |º | H —ſº P Yº-H --- |.." º sº – FIG. 13.—Newly devised tar separator. 69 As a result of the above experiments, a separator was devised, which has proved to be very efficient, entirely dependable, and can operate for any period without clogging, and, therefore, without producing increase of the Suction. DESCRIPTION OF TAR SEPARATOR DEVISED BY B. F. HAANEL. The system invented by the writer, for the separation of tar and tar fog from producer gas, is shown in sectional elevation, Fig. 13. The lower part of the coke scrubber has not been altered. The cylinder, K-K, Fig. 12, and perforated plate J, have been removed, and in their place has been substituted the wire mesh cone, A, Fig. 13. At C, an overflow has been provided for the purpose of carrying away the solid matter separated from the gas on the outside of the cone and washed off by the spray G. A water spray, B, serves the combined function of Washing the in- terior surface of the come and cooling the gas. At F, a water jet has been provided for sluicing the overflow pipe E, whenever this shows a tendency to clog. This, however, it has never been necessary to use, the overflow pipe remaining absolutely clean. The water spray, G, which in the old system was supplied with cold water only, is now connected by a two-way cock to the return cooling water from the gas engine. Whenever the suction in the chamber con- taining the wire mesh cone begins to rise, the cold water at G is shut off and the hot water turned on. By this means the suction, whatever it may be, is brought to normal in about a minute. The cone is made of 40 mesh brass wire screen. DESCRIPTION OF OPERATION. The gas passes through the wet coke into chamber R as before. From this chamber the expanded and cooled gas is drawn through the opening O, through the cone screen, and passes out at M. In passing through the cone screen, Some of the particles of the tar-fog still carried by the gas, impinge against the metallic surface of the cone, aggregate into comparatively large drops, and are then washed off by the continuous spray B–dropping into chamber R, through the wet coke, down to the water seal. The particles escaping contact with the metallic surface of the cone, in passing through the fine meshes are crowded together, and are thus caused to coalesce, forming larger drops which either adhere to the outside surface of the cone or drop to the bottom, when the contin- uous cold water spray G washes this tarry matter to the overflow at C. It will thus be seen that the action of the cone screen in eliminating the tar fog is twofold: (1) in producing coalesence of the fog particles by impact with the solid parts of the screen; (2) causing coalescence of the fog particles, by crowding together the stream lines as the gas passes through the fine meshes of the screen, and retarding the particles by friction with the internal surface of the meshes. When the suction shows a tendency to increase, the cold water at G is turned off and the hot water turned on; which thoroughly cleanses the come in a very short time, at an expenditure of a very small amount of Water. An automatic arrangement is being devised whereby an increase in suction will instantly turn off the cold, and put on the hot water, and vice- versa. By this device, the consumption of both hot and cold water can be reduced to a minimum. 21256—6% 70 In ordinary practice, however, it has not been found necessary to resort to the hot water spray more than two or three times during a ten hours' run. In order to maintain a straight and normal suction curve during the entire period of operation, a simple automatic arrangement for changing from cold to hot water and vice-versa would be an advantage. But while this would prove an advantage, it is in no sense a necessity. The water consumption for cleaning with this new system is not in- creased over that of the old: which was very small. The gas, after leaving this cleaning system, is sufficiently free from deleterious material, so that it can be used in the gas engine without any trouble whatever. Moreover, the cleanliness of the gas is not dependent On the perfect Operation of the producer itself, but permits of a large varia- tion in the conditions governing its operation. For example, the cleanliness of the gas—its freedom from tarry matter, as it leaves the producer— depends (1) on the moisture content of the peat burned; (2) to some extent On its quality, and (3) quite considerably on the amount of air admitted to the two Zones. Close and careful regulation is, therefore, not so essential to the cleanliness of the gas leaving the cleaning system as it was with the former construction, although obviously an advantage in so far as the waste & º of târry matter is reduced. - GAS PRODUCER TESTs WITH THE KöRTING PRODUCER: As ALTERED BY THE MAKERS. Upon the completion of the alterations to the producer and gas cleaning system, twenty-six trials were carried out, fourteen of which are described in detail. - The first three tests described, Nos. 20, 21, and 24, were made with the object of examining the performance of the producer, and were operated according to the instructions of the makers. - The tests 28 to 36 inclusive, were carried out for the purpose of exam- ining the behaviour of the producer under varied conditions, and with a view to decreasing the amounts of tar in the gas leaving the cleaning system. Throughout the latter series of trials, the engine was run at nearly constant load—thus ensuring a nearly constant demand upon the producer —in order to observe the change in the state of the gas, principally as regards the tar produced, by varying the supply of air to the lower Zone. This was done by leaving the air-openings for the upper Zone fully open, and altering those for the lower zone. PERSONNEL OF TECHNICAL STAFF. In carrying out the series of tests, the writer was assisted by John Blizard, B.Sc., technical engineer; Edgar Stansfield, M.Sc., engineering chemist; and A. W. Mantle, engineer and mechanic. In addition to the above observers, M. F. Connor, B.Sc., assistant chemist in the Mines Branch Laboratories, rendered aid when the duration of particular Uests exceeded ten hours. EQUIPMENT. In addition to the equipment used during the tests already described, the following instruments were installed and used during these tests: Smith recording gas calorimeter; Bristol recording pyrometer; Thwing three record recording pyrometer; and a Sargent apparatus for determining the amount of tar in a gas. 71 The recording pyrometers were employed for determining the temper- atures of the gases in the offtake of the upper zone, and the two gas offtakes of the lower zone. The calorific value of the gas was determined throughout the trials by means of a Smith recording gas calorimeter. This calorimeter makes a record of every variation in the gas caused by poking, or the formation of air spaces in the producer, and constitutes a valuable adjunct to the obser- vation instruments usually found in the engine rooms; since the change in the heating value of the gas is perceived at once, and can be rectified by the producer attendant. The quantity of tar carried in the gas was determined—in the larger number of tests—by means of a Brady tar filter. Inasmuch as the Smith recording gas calorimeter is the only instrument used which has not been described in technical journals, it has been deemed expedient to give the following description and explanation of the principle upon which its operation is based. SMITH RECORDING GAS CALORIMETER. This instrument is manufactured by the Lexington Instrument Works, Lexington, Ohio (See Plate X). No drawings were supplied by the firm to show the construction of the instrument; the following extracts, however, from communications received from them give a good idea of the working of the calorimeter:- Fig. 14.—Air and gas pumps, with motor for Smith Gas Calorimeter. “The sampling pump (See Fig. 14.) is really nothing more than a power driven meter. which º º º portion of gas to be tested, and also a definite measured supply of * “for the calorimeter. The air and gas from the sampling pump are piped separately to the º: “meter proper, and the gas burned in this measured supply of air. The difference in º “between the ingoing air and outgoing products ºf combustion is a direct measure of t --- º “value of the gas. All readings are automatically corrected to give the net calorific value of the 72 PLATE X. Smith Recording Gas Calorimeter. 73 “gas (measured moist), at 60° F. and 30 inches of mercury barometric pressure. The apparatus is “fitted with electrical ignition appliance. The button shown on the side of the calorimeter near “the bottom constitutes the Sparking connection for igniting the gas. “With regard to correction to temperature and pressure standards, the instrument makes “automatic correction only for the variations in gas volume due to temperature and pressure. The “corrections would be made on the assumption that whatever water vapor, if any, contained in “the gas, behaved during cooling to standard in every particular, as though it were a perfectly inert “gas. In other words, whatever water vapor may be in the gas at the time of its passing to the “calorimeter is treated for purpose of correction exactly as though it were so much nitrogen. Of “course, if the gas is dried by chemical means before passing to the instrument, the determinations “would then be for dry gas at 60° F. and 30"mercury. - “It is not necessary to dry either the gas or air passing to the calorimeter, or to supply them “saturated, unless it is desired that the determinations should be on the basis of dry gas, in which “case the gas sample passing to the instrument should be chemically dried before passing the “sampling pump. It is not necessary to pay any attention whatever to the condition of air with “regard to moisture content. This may sound rather startling, but a brief consideration will show “that the error introduced by the presence of water vapor in the air supply is very small indeed. “It is quite true that the specific heat of water vapor is practically double the specific heat of air “under the same conditions. However, it should be remembered at the same time that this “specific heat is calculated on the basis of weight and while the specific heat of water vapor is prac- “tically double that of air, the specific gravity of water vapor is only approximately one-half that “of air. To reduce the matter to concrete figures, if we assume extreme cases, taking absolutely “dry air at 100°F. and comparing its total specific heat with the specific heat of completely satur- “ated air at the same temperature, it will be found that the difference even under these extreme “conditions amounts to only a small fraction of 1%. Accordingly, for all practical purposes we have “assumed this to be negligible, and in all of our experiments we have never been able to detect “any appreciable difference in the readings of the instrument which could be traceable to the “condition of air with respect to moisture content. “The sampling apparatus furnished with the equipment is designed to draw the gas sample “from gas mains that are under the Ordinary suction required for Operating a suction gas producer. “Of course, if this suction were extremely high, that is to say, from 14" to 16" of water, we would “expect that this would make a slight variation in the readings of the instrument, since for per- “fectly correct readings the gas and air should both be taken at the same pressure. However, a “brief consideration will make it clear that a small variation would not make any appreciable “difference in the accuracy of the apparatus. “Any gas that is fit to supply a gas engine can be used through the apparatus without further “purification. The gas pump is supplied with continuous lubrication, which protects the working “parts from any especial interference from the slight tar vapor that is present in gas from bituminous “coal as it is ordinarily supplied to a gas engine after mechanical scrubbing. In any event, all that “would be required would be an occasional cleaning of the gas pump, which is a comparatively “simple operation. - “The established ratio between gas and air in the instrument is 1 to 29. This gives a total “volume of products of combustion of 30 to 1, as compared with the gas supplied which approxi- “mates very closely to a rise in the temperature of the products of combustion of 1 degree centi- ‘‘grade for each B.T.U. per cubic foot of standard gas. The large air excess, together with the fact “that the specific heat of nearly all of the products of combustion from the burning of the small “quantity of gas are the same as that of air, renders the instrument practically immune from varia- “tion in readings due to variation in the actual composition of the gas. Of course, there is a slight ‘‘error, but if the extreme conditions that are likely to be met with in any sample of producer “gas that is capable of combustion be assumed, and a calculation made of the amount of variation “that would result from the extreme change in composition of these elements, it will be seen how “negligible this factor is. The large excess of air which ensures that for all practical purposes the “specific heat of the discharging products of combustion will be that of air is relied upon to reduce “the liability to error in this direction. “The thermocouple mentioned above is not strictly speaking a thermocouple in the electrical “sense of this term, but rather a mechanical couple consisting of a steel tube, exposed on the outside “to the atmospheric air and on the inside to the supply of atmospheric air—delivered by the samp- “ling pump-which constitutes the zero member of the pair, and a thin steel tape, which is exposed “throughout its length to the outgoing products of combustion, and whose length, as compared with “the length of the zero member of the pair, is taken as a measure of the temperature of the outgoing “gas. The parts taken together constitute a means for indicating the difference in temperature "between the in-going atmospheric air and the outgoing products of combustion. This difference “in length is carried through a simple multiplying gear to the needle carrying the recording pen. “The tape which constitutes the hot member of the couple is made quite thin so as to make it “respond very promptly to any change in temperature, thus making the apparatus highly sensitive “to variation in gas quality. - “The manner in which this instrument gives correct readings is quite obvious. The correc- “tions are to compensate for the change in heating value of the gas, due to volumetric variations “induced by change of temperature and pressure. It is perfectly clear that when the heat absorbing ‘‘medium is an elastic gas and when this is handled through the sampling pump under the same con- ‘‘ditions of pressure and temperature as air that any condition affecting the calorific intensity of the “gas metered would affect the heat absorbing capacity of air in exactly the same manner. Thus, “under high temperature conditions, the gas would be expanded and would have lower calorific “value per unit volume, but the air supplied would be under the same conditions and would be ex- ‘‘panded likewise with a corresponding loss of heat absorbing capacity. Consequently, a definite “volumetric ratio being established and the instrument being calibrated under standard conditions, “no corrections whatever would be required, for deviation in pressure or temperature difference 75 “per actual B.T. U. would be exactly the same in any case. This has been borne out in an experi- “mental way to our entire satisfaction, although the correction is not absolutely perfect on ex- “tremely wide ranges. For example, a change in altitude from sea level to 7,000 feet will make an “actual variation in readings of the apparatus of about 1%. It can be seen, however, that the error “that would be introduced from Small variations and particularly from the variations that would “occur in any one plant from day to day would be entirely negligible.” The instrument as now built is designed to operate on gas up to 200 B.T.U. per cubic foot. This would include blast furnace and producer gas. The lower limit is somewhere in the neighbourhood of 60 B.T.U. per cubic foot. The cards are calibrated down to O, and readings are shown as long as the instrument can be kept lighted. The sampling pump and calorimeter were set up in the engine room close to the engine. About 6 feet of #" pipe carry the gas from the engine gas receiver to the sampling pump; and about 6 feet of #" pipe and 6 feet of #" pipe carry the gas and air, respectively, from the pump to the calori- meter. No tests have, as yet, been made to standardize this calorimeter by means of the Junker's or Boys’ calorimeters; but comparison of the read- ings of the instrument with the calorific values of the gas calculated from the analyses of samples taken at definite times, show that, the former are almost invariably the higher. The difference usually ran from 5 to 10 B.T.U. per cubic foot. The chief value of the instrument for the purpose of the investigations thus far carried out, lay in the prompt indication it gave of the effect of any change made in the working of the producer, upon the calorific value of the gas; and the record it gave of the uniformity or otherwise of the gas whilst the conditions of working remained unchanged. The frequent checking of the instrument by means of analyses of gas samples showed that its relative readings were at least approximately correct. The absolute values were, for the purpose in view, of very little importance. The specimen record shown (Fig. 15) gives an indication of the sensi- bility of the instrument. OBSERVATIONS AND RESULTS. POWER. The brake horse-power of the engine was calculated, as in the previous tests, from the observations of the voltmeter and ammeter on the switch- board and the dynamo efficiency at the output obtained. For trial No. 24, a full set of indicator cards was taken; but for the remainder of the trials an occasional card was taken in order to be certain that the timing of the ignition was correct, and that the valves operated properly. Fig. 16 shows 3 diagrams taken while running at different horse- powers. TEMPERATURE OF THE GAs. For trials 19 and 20, the temperature of the gas was taken at No. 1 offtake (Fig. 4, page 11.) This temperature was recorded by means of a Stansfield electrical pyrometer. For trial No. 24 this pyrometer was re- º-º-º-º-º-º-º: Y- —, // ALA 39 / 16s. Sg. /r. A' A' /M /99 ///P /9.2 Sca/e, / " = /20 48's. Sq, In, *~~~ M. A. P 49 3 ZAs Sg. /r. R. A. M. /93 ////? 5/8 Sca/e, / "= 24 o Lös. Sg. /n. /M.A.A. 62 Z8s. S2 /m. R. P. M. /9/ / H. P. 65 Sca/e, / "= 24 O LAs. Sg. /m. FIG. 16.-Indicator diagrams taken from Körting Gas Engine. 77 placed by a Bristol recording pyrometer; and for the series of trials Nos. 28 to 36 inclusive, a Thwing pyrometer—which recorded three temperatures —was used. One fire end—No. 3—was placed in the gas offtake of the upper zone, and the other two—Nos. 1 and 3—in the gas offtakes for the final gas of the lower zone. (See Figs. Nos. 2, 3, and 4, pages 9, 10, and 11.) Fig. 17 shows a chart taken from the Bristol recording pyrometer. PREPARATION OF THE PRODUCER BEFORE BEGINNING A TRIAL. On the day of the test, the producer—which had been banked for the night—was first opened up to permit the fires to brighten under the action of the natural-draft. The gas exhauster was then started and kept running until the gas was of good quality—as indicated by a pilot flame and the recording calorimeter. The engine was then started. % % % % º - % sº %3% º sº % º: \\ '4% ( º N ºš º 'º W * | | ||| % * @As Leaviº P Roouc ºf R \\ W Cha?” Wi | W º º | o-rºszquz | O \;\º W FIG. 17.-Sample record from Bristol recording pyrometer. The producer was cleaned and all ash removed at the beginning and again at the end of the test, the fuel hoppers being filled at the same time, in order to maintain the fuel contents at the beginning and end of the trials as nearly alike as possible. 78 At regular intervals during the test the producer was filled, the amount of fuel fed into the hoppers being carefully weighed, and recorded. A record was kept of any operation carried out on the producer, such as poking, cleaning, or alteration of the air-supply. HUMIDITY. The method of obtaining the humidity was by means of a sling type of wet and dry bulb thermometer, from the readings of which the dew-point could be found from tables. CALORIFIC VALUE OF GAs. This value is given in British thermal units per cubic foot at 60° F., and 30 inches of mercury pressure. RESULTS DEDUCED FROM FUEL AND GAS ANALYSES. For trials 20, 21, and 24—for which complete gas analyses were deter- mined—some additional calculations were made. * From the gas analyses the pounds of nitrogen per pound of carbon are calculated. It is assumed that this nitrogen is obtained solely from the air, whence we may obtain the pounds of air per pound of carbon in the gas. It is assumed that the combustible in the refuse contains 80 per cent of fixed carbon; and neglecting the quantity of carbon which passes off as tar and dust with the gas, the pounds of carbon in the gas per pound of peat charged are determined, from which figures the pounds of air per pound of dry peat are found. Similarly, using the gas analyses to calculate the cubic feet of gas (at 60° F., and 30 inches of mercury) per pound of carbon, and multiplying this figure by the pounds of carbon in the gas per pound of dry peat charged, the quantity of gas per pound of dry peat charged was de- termined. - - The water supplied per pound of peat includes the moisture taken in with the air supply and the moisture contained in the peat as charged. PRODUCER EFFICIENCY. This is taken as the ratio of the product of the cubic feet of gas pro- duced per pound of peat and its net calorific value to the calorific value of a pound of peat. RESULTS OF THE TESTs. The results of the tests are set forth in the following charts and sum- maries, and in the complete test logs placed in the appendix. All the Com- putations for the construction of the charts and those entering into the summaries were made by John Blizard, B.Sc. The gas analyses and analyses of samples of peat were made by Edgar Stansfield, M.Sc. Trial 20, September 19, 1911. This trial—No. 20–was the first made after the reconstruction of the producer. Since the makers of the producer sent one of their experts to carry out the alterations, the manipulation of this and the succeeding trial was left entirely under his direction. The trial was started at 11.30 a.m. and finished at 9.30 p.m.—a period of ten hours. Owing to the presence of tar in the gas, which deposited on 79 the walls of the cylinder, causing the piston to pound, it was found necessary to wash the cylinder with a mixture of oil-soap and water at 2.15 p.m., and again at 7.20 p.m. For a similar reason the cylinder was well oiled at 8.00 p.m. t At the end of the trial the valves were examined and found to be fairly clean. Before replacing, they were thoroughly cleaned. The area of the air-openings of the lower zone are given in the summary of this trial. During the entire trial, the wash from the coke scrubber remained conspicuously clean. It was discovered later, however, that a considerable amount of the solid matter carried by the gas and separated out by the sieve in the scrubber was deposited between the cylindrical sieve and the enclosing shell of the scrubber. Apart from the deposit of tar in the cyl- inder of the engine—which necessitated the washing of the cylinder and piston—the operation was quite satisfactory. The results of this test are shown graphically on Chart No. 6, and in the summary No. 20. Trial 21, September 20, and 21. This trial was run under precisely similar conditions to the preceding trial; but was of twice the duration. It will be noticed from summary No. 21 and Chart No. 7, that there was practically no change in the results: the economic figures obtained in both trials being almost identical. The trial lasted from 10.10 a.m. September 20, until 6.10 a.m. Sep- tember 21. - As in the previous trial, trouble was experienced with tar in the cylinder, which caused the piston to pound. To remove the deposit in the cylinder, washing with oil-soap and water was resorted to at 10.15 a.m.; 6.10 p.m.; 10.30 p.m., and 5.00 a.m. The valves were removed at the end of the trial, and were found to be covered with a thin, tarry deposit, which, however, did not cause them to stick during the run. See summary No. 21, and Chart No. 7. Trial No. 24, October 5. This trial was run at # load, or 40 H.P., with the peat manufactured at the bog of the Industrial Peat Company, Limited, Farnham, Que. Ten tons of this peat were shipped by that Company to the Fuel Testing Plant for the purpose of investigating its behaviour in a gas producer. The peat sent to Ottawa by this Company to be tested in the producer was of excellent quality, and the moisture content—27 8 per cent—was within the limits prescribed by the makers. This peat was manufactured by a machine which the Company was experimenting with in order to test the durability of a newly designed mechanical excavator. The machine was operated on a part of the bog underlain by a ridge of partially decomposed rock, carrying iron. This rock, which was easily broken, passed through the mascerating or pulp mill and entered into the composition of the finished peat. When burned in the producer, the ferruginous rock material contained in the peat formed bad clinkers—whenever the internal temperatures became very high. Since no arrangement existed for introducing steam into the lower zone, the clinkers could not be made sufficiently soft to facilitate their removal during operation; consequently, during a part of the trial the operation of the producer was not as uniform as could be desired. The trial was commenced at 9.30 a.m. and completed at 7.30 p.m. 80 The air openings in the doors of the lower zone were varied from time to time in order to observe the effect on the formation of tar. From the beginning of the trial until 2.50 p.m., the sum of the areas of the openings in the bottom doors amounted to 2.8 square inches; which was increased at 2.00 p.m. to 6' 6 square inches, and at 5.30 p.m., to 10.8 square inches. The cylinder was washed out before starting, and again at 1.00 p.m., in order to free it from tar. Upon stopping the trial, the cylinder was found to be clean. The rise in suction at the producer exit towards the end of the trial was due to a layer of clinkers of about 1" thick, which had formed over the grate bars. Trial No. 28. For this trial, the coke scrubber was provided with a special addition in the form of a cheese-cloth come about 3 feet high, and of a diameter at the base just large enough to cover the hole at the lower end of the perforated cylinder. This come was placed inside the cylinder and held firmly in position so that all the gas passing from the producer through the coke had to pass through the cone before leaving the coke scrubber. This test is the first of a series of nine carried out with the engine running with a load of approximately 45 brake horse-power, having the air openings to the top zone wide open, and those in the lower Zone varied fro ºn time to time. - The air-openings in the lower Zone during this test corresponded to the # load mark on the gauge supplied by the expert who was sent by the makers to carry out the alterations to the producer. The # load mark on this gauge gave an air opening of 28 Square inches. From 9.30 a.m. to 2.45 p.m. the fire was not very bright on the lower bars: particularly on the south side where No. 3 fire end of the pyrometer was inserted; but was quite bright on a level with the poke hole on the back of the producer. At 2.45 p.m. no flame was visible below the bars. The gases from the top zone—which are drawn up through the grate of the lower Zone— were observed during test No. 24, and thereafter, to be deflected downward into the ash chamber on either side and then to burn, and the flames of the burning gas then passed up through the hot coke above the grates. This phenomenon occurred when the air openings of the lower zone were in the vicinity of # gauge, or 2 8 square inches, and ceased when the openings were increased or decreased to any extent, or when clinkers rested on the grate bars. At 2.45 p.m. the fires were poked, and several hard bits of clinkers removed. Similar bits of clinkers were taken out when the fires were cleaned at the end of the trial. It will be seen from the curves (Chart No. 9) that after poking the fires of the lower Zone, the gas temperatures and suction were lowered and that the calorific value of the gas was raised. The wash from the scrubber was of a bright yellow colour from 9.30 a.m. to 1 p.m., after which it changed to a black colour. During this trial it was not necessary to wash the cylinder, since no trouble was experienced with tar. The valves, however, did not operate as Smoothly as was desired, and an inspection at the termination of the test revealed a deposit of soft tar on the mixing and admission valves. During the first few hours the gas appeared to be very clean; it then Suddenly changed, the tar in the gas increasing in amount. The cheese- 81 cloth cone on examination was found to be buckled; this allowed part of the gas to pass through without being cleaned, which explained the presence of tar during the latter part of the run. . At the end of the trial the cylinder was washed out with oil-soap and water, in order to bring the engine into proper condition for the succeed- ing trial. - Trial No. 29. Before running this trial, the cheese-cloth cone was replaced by one of the same dimensions made of fine wire gauze, which was washed with the cold water spray already in place at the top of the scrubber. The air-openings used during this test were the same as for the preced- ing test. The analysis of a sample of gas taken from the standpipe connecting the upper and lower zones, showed only 3 per cent of carbon dioxide, and as much as 17 6 per cent oxygen. This was found, at the end of the trial, to be due to a stoppage in the standpipe caused by a large piece of waste carelessly dropped in by the producer attendant while cleaning the damper. Owing to this restriction, the gases formed in the upper Zone, instead of passing through the standpipe to the lower zone and up through the hot coke, were drawn down through the contracted neck and fuel to the lower gas offtake. The tarry matter carried by the gas was, therefore, neither burned nor decomposed. Notwithstanding these adverse conditions, the coke scrubber separated the tar from the gas so efficiently that, no trouble was experienced with the engine, and on stopping, it was found unnecessary to clean the valves. This is due to the modification made to the coke scrubber by the writer and the technical staff. The wire gauze cone was covered on the inside with a deposit of tar, which tended to clog the cone, and, consequently, to greatly increase the suction. A cold water spray was, therefore, added for spraying the inside of the cone. This was put in place before the succeeding trial. The wash from the coke scrubber during the run carried a large amount of solid matter of a bright yellow colour. For further information see Chart No. 10, and summary No. 29, and detailed information the complete log for trial No. 29 in the appendix. Trial No. 30. The conditions under which the producer and engine were operated were the same for this trial as for trials Nos. 28 and 29. On account of an imperfection in the cleaning system—which was later altered—tar found its way into the engine, which necessitated the cleaning of the valves at the end of the run. See Chart No. 10, and summary No. 29. Trial No. 31. The air-openings in the lower zone were increased to the full load mark on the gauge, namely, 3-3 Square inches. The gas from the upper Zone was observed to be burning beneath the grates of the lower zone; some of the tarry matter in the gas from the upper Zone was thus destroyed. . The wash from the coke scrubber was abundant, and carried matter of a yellow colour. - 82 The engine ran extremely well and the valves were in good condition at the end of the day's run; when it was found to be unnecessary to clean the valves. See Chart No. 10 and summary No. 29. Trial No. 32. The air-openings in the lower. Zone were enlarged after test No. 31. As the generator was supplying the ore concentrating laboratory with power, it was impossible to maintain as steady a load as desired. And owing to the large amount of water used by the concentrating machinery, the water supply for cooling the engine and gas cleaning System was insufficient, thus causing the suction to rise. * . The wash from the coke scrubber contained a smaller quantity of Solid matter than in the preceding trials. This substance was of a light brown colour. +. - The gas from the upper zone burned freely beneath the bars of the lower zone. * * - At the end of the test the valves and cylinder of the engine were in excellent condition. Trial No. 33. The area of the air-openings for this trial was increased. The solid matter in the wash from the coke scrubber was of small amount and of a light yellow colour. The gas drawn from the upper Zone was observed to be burning beneath the grate bars of the lower zone throughout the entire trial; with the exception of one hour, from 2 to 3 p.m., when no flames could be seen. The valves and cylinders were clean at the end of the run. The material removed by the gauze cone collected on its outer surface and filled the space between the cone and the perforated cylinder surround- ing it. This caused the suction to rise. See Chart No. 14 and summary No. 33. Trial No. 34. The air-openings during this trial were not changed from the previous day’s run. - A Small amount of tar got into the cylinder almost immediately after starting; but this quickly disappeared. The operation of the engine throughout the day, and its condition when closing down at the end of the test, were excellent. The wash contained a small amount of solid matter of a yellow colour. Trial No. 35. Previous to this test the coke scrubber had been permanently altered, as shown in detail on Fig 13. The perforated cylinder was removed and the wire gauze come fitted with an iron ring and bolts for clamping it in position over the hole. An overflow was provided, as shown on Fig. 13; for carrying off the solid matter separated from the gas by the cone. An arrangement was also provided for spraying the interior of the cone with the hot return cooling water from the engine, whenever the suction rose very high. . The producer was operated during the day’s run on two different air- openings. From 9.00 a.m. until 12.25 p.m. an opening of 2.2 square inches was used. From 12.25 p.m. to the end of the run the area of the air- openings was increased to 3-3 Square inches—the full load gauge openings. It will be seen from an inspection of the charts and log sheets, Chart No. 83 16 and summary No. 35, (p. 101) that this increase was accompanied by a reduction of the suction at the engine and producer, and of the tem- perature of the gas leaving the upper zone. The calorific value of the final gas and temperature of the gas leaving the producer were increased. From the gas analysis of a sample of gas taken from the upper Zone it will be seen that as a result of this change in the air-openings—the increase in the areas of the openings—the carbon dioxide was increased; and that the carbon monoxide and hydrogen were decreased in the gas from the upper zone; while for the final gas the carbon dioxide and hydrogen were decreased, and the carbon monoxide increased. The engine finished in excellent condition, with clean valves and piston. Trial No. 36. The air-openings of the lower zone during this trial corresponded to the full load mark on the gauge, namely, 3.3 square inches. From Chart No. 17 and summary No. 36, it will be perceived that the suction increased considerably. This was due to a deposit on the gauze cone in the coke scrubber. In order to reduce the suction when it shows a tendency to increase, and for the purpose of maintaining the suction as nearly normal as possible throughout a day's run, a hot water spray has been provided which can be operated intermittently or whenever required. By this means the suction can be reduced in a very short time, seldom exceeding a minute. - At the end of the trial the engine, was in excellent condition. No trouble was experienced with tar during this or the preceding run. NOTES ON OPERATION OF PRODUCER FROM RESULTS OF PROGRESSIVE TRIALS. Before proceeding with the comparative examination of the trials 28 to 36, in which progressive air-openings were used, a brief consideration of the principles involved in the operation of the producer is necessary. The gas finally leaving the producer may be regarded as being derived from three sources:— (a) Gases formed in the upper combustion zone of the producer which pass down through the contracted neck directly to the offtake. (b) Gases formed by the reaction between the gases and moisture, which pass down the sº ºrd-pipe from the upper Zone, and the incandescent fuel in the lower Zone thu ‘igh which they pass. - (c) Gases formed by passing air through the fuel bed of the lower Zone. The relative quantities of the gases obtained from the above Sources will depend upon the following factors:— (1) The resistance to the entrance of air to the upper Zone. (2) The resistance offered to the passage of the gas (a) through the upper fuel Zone, and down through the contracted neck to the offtake. (3) The resistance of the gas (b) in its passage through the upper fuel zone, and down through the stand-pipe into the lower fuel Zone. (4) The resistance of the lower fuel zone. (5) The resistance offered to the flow of air into the lower Zone. Using the figures and letters above, it will be seen that increasing the resistance (1) increases the flow of gas c; an increase in (2) increases b and c; an increase in (3) increases a and c; an increase in (4) increases a; an increase in (5) increases a and b. Resistances (1) and (5), may be directly altered by an attendant, and the others moderated, to some extent, by poking and cleaning. 21256–7 84 The effect of increasing the air-opening of the lower Zone as seen above, is to decrease the flow of gas down the stand-pipe. The only source of supply of moisture to the incandescent fuel of the lower Zone—with the exception of the small quantity introduced with the air supply—is, the gases and vapours from the upper Zone; which moisture can only find its way to the lower Zone of combustion by passing down the stand-pipe. This supply is obviously decreased by enlarging the lower air-openings. That is to say, that a small proportion of the moisture from the peat passes up through the lower fuel bed; the remaining quantity of moisture, therefore, passes down through the narrow neck directly to the final offtake. As a consequence, there is very little probability of it reacting with carbon. The effect of this is shown in the trials. For instance, in trial 29—when the stand-pipe was inadvertently plugged up, and consequently no moisture was passed up through the lower Zone—the hydrogen content was as low as 4 7 per cent; whereas, with the small air-openings in trials 30 and 31 the hydrogen contents were 10' 6 and 10 9, which were reduced with in- creased air openings to 7 4. In trial 35, in which the air-openings were changed during the trial, the effect of an enlargement of the air-openings was to reduce the hydrogen from 9 9 to 7 8 per cent. A further tendency, due to enlargement of the air-openings of the lower zone—as appears, from the gas analyses—is, to decrease the CO2, and to in- crease the CO found in the final gas, with an increase in its calorific value; this increase in the CO constituent, and decrease in the CO2, would appear to be due to an increase in the temperature of the lower combustion zone, consequent upon a larger portion of air being admitted to that Zone. No connexion can be traced, however, between the temperature of the final gases and any condition of working of the producer other than the char- acter of the tar deposit from the scrubbers. These temperatures can not give a direct indication of the conditions in the lower fuel bed; for the tem- perature of the final gas must be considerably modified by the layer of fuel through which it has to pass, and by that portion of the moisture and gases given off by the peat in the upper Zone, which pass down through the contracted neck directly to the final exit. In trial 35 the enlargement of the air-openings in the lower zone was attended by a rise in temperature in the final gas; an increase in the carbon monoxide; and a decrease in the carbon dioxide. While the gas analyses are not sufficient in number to warrant an accurate deduction as to the efficiency of the producer; the efficiencies calculated from the analyses at our disposal, show a manifest increase when the air-openings to the lower zone are enlarged. FUEL CONSUMPTION, TRIALS 28 To 36. The pounds of dry peat consumed per hour per brake horse-power, in these trials—in which the engine was run at # load—varied from 1 77 to 2 16 pounds; while the average consumption was 2 pounds. If a plant were run for 10 hours, at # load, and then closed down for 14 hours, the total consumption per B.H.P.H., including the fuel used for banking—which has been found to be about 3 pounds per hour—would amount to 2 09 pounds. The figure used for the fuel consumed during the hours the producer was standing idle, was obtained from a special test, previously referred to —page 53. The figure given for the quantity used in trials 28 to 36 is higher than that; since it includes the fuel used for the preliminary gener- ation of gas before it was deemed advisable to start the trial. 85 GENERAL DEDUCTIONS AND CONCLUSIONS. The tests carried out and described in the foregoing pages are divided into two parts:— - PART I. Part I describes the tests carried out with the producer as originally constructed. This series of tests showed a good fuel economy, but left something to be desired as regards the cleanliness of the gas delivered to the engine. The deposition of tar in the gas main, and on the valves, cylinder, and piston of the engine, necessitated the cleaning of the parts affected. At the close of the run it was generally found necessary to re- move the valves for cleaning, and to wash the cylinder and piston from time to time during the running of the engine. The operation of cleaning was accomplished by syringing the cylinder and piston with a mixture of oil-soap and water; and while the continuity of the running of the engine was at no time endangered by the presence of tar, the operation of cleaning occupied more of the engineer's time than was considered desirable. In order to obviate this trouble, such as it was, the makers at their own expense had the producer reconstructed. PART II. Part II of the report deals with the tests carried out with the producer as reconstructed by the makers, and with the modification introduced by the technical staff of the Fuel Testing Station. Upon scrutinizing the first of this series of tests it will be perceived that tar still reached the engine—in spite of the change in construction; and although a manifest improvement was discerned, it was found necessary from time to time to wash the cylinder and piston as in the previous series of tests. - Further tests were conducted in order to observe the effect which changes in the distribution of the air admitted to the upper and lower combustion zones would have upon the production of tar. The results of these tests led, on the one hand, to the abandonment of the idea of totally destroying all the tarry matter within the producer itself, and on the other hand, to the necessity of separating the tar from the gas in the cleaning system. After some preliminary experimentation, a solution of the problem was found by placing a gauze cone in the top chamber of the coke scrubber. After the inclusion of this cone in the cleaning system no further trouble with tar was experienced, and the Operation of the plant, as it now stands, 7may be pronounced as entirely satisfactory. - The results of the investigation may be summarized as follows:— RELIABILITY. The peat producer-gas power plant, as now constructed, may be pro- nounced thoroughly reliable. Its operation may be carried on continu- ously for a week or more without having to shut down for the purpose of cleaning the valves of the engine. The engine has been operated for a period of 150 hours without removing either the admission or mixing valves for cleaning. - 21256–7; 86 It should not be found necessary in commercial practice, to remove the piston for the purpose of cleaning, more than once in six months. The operation of the producer is uniform, and the gas delivered to the engine varies only slightly during a ten hours run. The-removal of ashes, and the cleaning of the fires, can be done without interfering with the operation of the engine; due to a change in the quality of the gas. ATTENDANCE. A peat-producer-gas-power-plant of the size installed in the Fuel Testing Station can safely be left in the hands of an intelligent labourer after he has received, for a week or so, instructions in the handling of the plant, from a competent engineer. The Services of Only one man are required to run this plant when it is operated on day shift work only. CLEANING OF GAS PIPES, MAINS, WALVES, ETC. It is recommended that the gas pipes leading from the producer to the cleaning system and the tar filter be cleaned once a week, if possible, when the plant is run ten hours a day during the working days of the year. If this is done, very little will be required to keep the plant in good condition. The admission and mixing valves of the engine will not require cleaning for two weeks or more. FUEL CONSUMPTION. The consumption of fuel per brake horse-power hour—including stand-by losses—is for full load, 1 7 lbs. of dry peat, or 2 3 lbs. of peat con– taining 25 per cent moisture; for # load, the fuel consumption—including stand-by losses—is 2 1 lbs. of dry peal or ? 8 lbs. of peat containing 25 per cent moisture. COST OF FUEL. In estimating fuel costs, the assumption is made that peat with a moisture content of 25 per cent can be delivered to the producer for $2 per ton. In order, however, to take advantage of this, or a lower cost for fuel, the power plant will have to be situated at or near the bog where the peat fuel is manufactured. For small plants of the type and capacity described in the foregoing pages this might not prove feasible in many cases; but will prove entirely feasible and practicab e when the plants are of large capacity and when the energy developed is transmitted, in the form of electricity, to neighbouring towns and villages, for lighting, power, and other purposes. Since the fuel burned in the producer does not require to be of the best quality, the fuel cost may be considerably reduced, since the broken peat bricks and considerable fines—which always occur in the manufacture of peat and otherwise represent a loss—can be efficiently utilized in the producer. Assuming, however, that peat can be delivered to the plant for $2 per ton, and that the plant is run with a power factor of 75 per cent for 3,000 hours, the fuel costs would be $8.40 per B.H.P. year, including stand-by losses. 87 PLANT COSTs. The first cost of a plant of this type, in comparison with that of other types, should be left for the consideration of those interested in particular cases, by obtaining competitive prices from manufacturers. ditions, capacity of plant, etc., changes the first cost so, considerably that any figures quoted here might prove misleading. BY-PRODUCT RECOVERY PLANTs. In various plants at present utilizing peat for the production of power, the net cost of developing power is considerably reduced by the sale of sul- phate of ammonia and tar; which are recovered as by-products. recovery is attempted only in plants of larger size than the one described in the foregoing pages. TABLE XV. Local con- TRIALS WITH ALFRED PEAT, AIR OPENING FOR FULL LOAD ON GAUGE 1. No. of trial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 21 2. Date of trial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sept. 19 Sept. 20 and 21 1911 3. Time of starting. . . . . . . . . . . . . . . . . . . . . . . . . . . 11.30 a.m. 10.10 a.m. 4. Time of stopping. . . . . . . . . . . . . . . . . . . . . . . . . . 9.30 p.m 6. 10 a.m. 5. Duration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 20 hrs. 6. Total peat charged during trial. . . . . . . . . . . . . 1250 2450 lbs 7. Total ash and clinker drawn during trial 60 116 ( & 8. Total peat used for banking and starting. . . . . . . . . . . . . . . . . . . . 431 & C 9. Total peat used during trial and for banking and starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288.1 { { PARTICULARs of PEAT USED. 10. Moisture 9% in peat as charged. . . . . . . . . . . . 31.4 30.2 Proximate analysis of dried peat as charged. 11. Fixed carbon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29. 5 30.0 % 12. Volatile matter. . . . . . . . . . . . . . . . . . . . . . . . . . 64.8 64 - 6 % 13. sh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. 7 5.4 % 14. Calorific value of dry peat. . . . . . . . . . . . . . . . 947 945 {º} 15. Calorific value of peat as charged. . . . . . . . . 6500 6600 per lb. 16. Combustible matter in refuse withdrawn during trial. . . . . . . . . . . . . . . . . . . . . . . . . . . 53.4 29.7 per Cent. 17. Barometer reading. . . . . . . . . . . . . . . . . . . . . . 29.85 29.88 inches 18. Wet bulb (in producer room). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.2 of 19. Dry bulb “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.1 oR 20. Humidity “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.8 per cent. 21. Average suction at producer exit. . . . . . . . . . 0.6 0. 5 in. of 22. { { “ after coke scrubber... . . . . 4-3 2. 6. Water 23. { { “ “ tar filter. . . . . . . . . . . . . 4 - 7 4. 7 { { 24. { { “ “ dry scrubber. . . . . . . . . 5.7 5.4 { { 25. Temperature of gas leaving producer in No. 1 exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469 475 o R ENGINE AND GENERATOR. 26. Average revolutions per minute of engine.. 190 190 27. Temperature of outlet cooling water. . . . . . 111 115 oR. 28. Average kilowatts delivered to switch- board. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35. 3 35.2 29. Average electrical horse-power. . . . . ... 47.3 47.2 30. Efficiency of dynamo. . . . . . . . . . . . . . . . . . . . . 0.88 0.88 31. Average brake horse-power of engine. ... . . 53.8 53.7 This 88 TABLE XV-Concluded. TRIALS WITH ALFRED PEAT, AIR OPENI- G FOR FULL LOAD ON GAUGE— Concluded. GAS ANALYSIS, per cent by volume Sample taken after passing tar filter. 10 samples 20 samples 32. Carbon dioxide. . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8 9.9 per cent. 33. Ethylene. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0. 5 0.4 { { 34. Oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0. 5 0.3 ( & 35. Carbon monoxide. . . . . . . . . . . . . . . . . . . . . . . . 17.7 20. 2 {{ 36. Methane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 2.4 { { 37. Hydrogen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10. 2 10.3 ( & 38. Nitrogen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57. 9 56.5 ( & 39. Inflammable gas. . . . . . . . . . . . . . . . . . . . . . . . . 30. S 33.3 { { 40. Calorific value from analysis (gross). . . . . . 122 12S {:}; 41. ( & {{ { { { { net). . . . . . . 113 120 per cub. ft. 42. Average net calorific value from recording gas calorimeter. . . . . . . . . . . . . . . . . . . . . . . . 123 127 RESULT of TESTs. 43. Total peat charged during trial. . . . . . . . . . . 1250 2450 lbs. 44. Total dry peat charged during trial. . . . . . . 858 1710 { { 45. Total ash and clinker drawn during trial. 60 116 { { 46. Ash and clinker drawn per cent of peat t charged. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8 4. 7 47. Ash and clinker drawn per cent of dry peat charged... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.0 6.8 48. Average kilowatts delivered to switch- board. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.3 35.2 49. Average brake horse-power of engine... . . . 53.8 53.7 HourLY QUANTITIES. 50. Lbs. of peat charged. . . . . . . . . . . . . . . . . . . . . 125 122 51. “ dry peat charged... . . . . . . . . . . . . . . . 86 S6 ECONOMIC RESULTs. 52. Peat charged per K.W. hour... . . . . . . . . . . . 3.54 3.47. lbs 53. Dry peat charged per K.W. hour. . . . . . . . . 2.44 2.44 { { 54. Peat charged per B.H.P. hour. . . . . . . . . . . . 2. 32 2. 27 { { 55. Dry peat charged per B.H.P. hour. . . . . . . 1 .. 6 1. 6 ( & 56. Overall thermal efficiency of engine and producer. . . . . . . . . . . . . . . . . ... a tº e s tº a s a ſº e º e e 16.8 16.9 { { RESULTS DEDUCED FROM FUEL AND GAs ANALYSEs. 57. Air supplied to producer per lb. of dried peat charged. . . . . . . . . . . . . . . . . . . . . . . . . . 39.2 37.6 cub. ft. 58. Water supplied to producer per lb. of dried * peat charged. . . . . . . . . . . . . . . . . . . . . . . . . . 0.47 0.46 lbs. 59. Cubic feet of gas produced per lb. of dried peat charged. . . . . . . . . . . . . . . . . . . . . . . . . . 53.4 5.2. 6 60. Heat equivalent of gas produced per lb. of dried peat charged. . . . . . . . . . . . . . . . . . . . 6040 6310 B.T. U. 61. Producer efficiency. . . . . . . . . . . . . . . . . . . . . . . 63.8 66.8 per cent. 62. Cubic feet of gas delivered to engine per per hour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4590 ,4520 63. Cubic feet of gas delivered per B.H.P. per hour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 84 64. Heat equivalent of gas delivered per B.H. P. per hour. . . . . . . . . . . . . . . . . . . . . . . . . . . . | 9660 10100 B.T. U. 65. Thermal efficiency of engine (B. H. P. basis). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.3 25.2 per Cent. 89 poćuoqº /en/ /o/o/ y 272/, /o / 5/v ut 3 in Ap-reduję/. 7 -teamocſesuoty → youg g so9 yo anyoa 2/A-to/t29 O -132npo-lº « .& đ87 autóu 3 ſo uoſ ſons ſy （ 1161 #61 ·ldas O 2 5 N LSBL 9 „AI 14/01/O 90 Avæáuoq2/en/ /o/o/ -y effoſyyo ( 5Av ut eunſauedu/e/ 5 - zawodos-coq sºfo： g g Oſ -/e2npo-/-/ 1161）/g/，<ºşoz aerº Iz őN.-issu. && so9 yo ºnyba24//-/o/º22 Oſ 97 •upóug po voſſons y 9] TABLE XVI. TRIAL WITH FARNHAM PEAT; AIR OPENING FOR : LOAD ON GAUGE 1. No. of trial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 - 2. Date of trial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oct. 5 1911 3. Time of starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.30 a.m. 4. Time of stopping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - 7.30 p.m. 5. Duration... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–00 hrs. 6. Total peat charged during trial... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 102 lbs. 7. Total ash and clinker drawn during trial. . . . . . . . . . . . . . . . . . . . . . . 125 ( & 8. Total peat used for banking and starting... . . . . . . . . . . . . . . . . . . . . 155 & & 9. Total peat charged, including that used for banking and starting 1, 257 & & PARTICULARS OF PEAT USED. 10. Moisture 96 in peat as charged. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.8 Proximate analysis of dried peat as charged. 11. Fixed carbon.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.9 per cent. 12. Volatile matter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65. 1 ( & 13. Ash. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. 0 ( & 14. Calorific value of dry peat.... . . . . . . . . . . . . . .s e s s a s tº e º 'º - - - - e < * * * * 973 |º 15. Calorific value of peat as charged... . . . . . . . . . . . . . . . . . . . . . . . . . . . 7020 per lb. 16. Combustible matter in refuse... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 - 1 per cent. 17. Barometer reading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.00 inches 18. Wet bulb thermometer... . . . . . . . . . . . . . . . . . . . . . . . . . . . . , * * * * * * * * * 51 °F. 19. Dry bulb thermometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 & & 20. Humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 per cent 21. Average suction at producer exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.4 ſinches 22. ( & “ after coke scrubber. . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 of 23. ( & ( & “tar filter... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. 5 * 24. ( C – 4 & “ dry Scrubber... . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2 25. Average temperature of gas at producer exit No. 1. . . . . . . . . . . . . 621 °F. 26. Initial reading of water meter for producer and scrubber.... . . . . 3792 cub. ft. 27. Final & & ( & “ . . . . . . . 4482 { { 28. Difference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 690 ( { 29. Time between readings... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 hrs. ENGINE AND GENERATOR. 30. Average revolutions per minute... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 31. Average temperature of outlet cooling water. . . . . . . . . . . . . . . . . . . 113 oR. 32. “ indicated horse-power (gross). . . . . . . . . . . . . . . . . . . . . . . . . . 52.2 33. Average kilowatts delivered to switchboard . . . . . . . . . . . . . . . . . . 27.1 34. “ electrical horse-power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36. 3 35. Efficiency of dynamo... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.88 36. Average brake horse-power of engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 41 - 3 37. Mechanical efficiency... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.0 per Cent 38. Initial reading of water meter for engine. . . . . . . . . . . . . . . . . . . . . . . 8964 cub. ft. 39. Final { { & & “ . . . . . . . . . . . . . . . . . . . . . . . 9312 ( & 40. Difference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348 ( & 41. Time between readings... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 hrs. 92 TABLE XVI—Concluded. TRIAL WITH FARNHAM PEAT; AIR OPENING FOR # LOAD ON GAUGE—Concluded. GAs ANALYSIS PER CENT. By volume, Sample taken after passing tar filter, average of 10 Samples. - 42. Carbon dioxide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5 per cent 43. Ethylene. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.4 ( & 44. Oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 & & 45. Carbon monoxide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.4 { { 46. Methane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. 1 { { 47. Hydrogen..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10. 0 s & & 48. Nitrogen.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.3 {{ 49. Inflammable gas... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.9 & C 50. Calorific value from analysis (gross). . . . . . . . . . . . . . . . . . . . . . . . . . . 132 B.T. U. 51. Calorific value from analysis (net)... . . . . . . . . . . . . . . . . . . . . . . . . . . 124 per 52. Net calorific value from recording gas calorimeter. . . . . . . . . . . . . 129 cub. ft. RESULTS OF TESTs. 53. Total peat charged during trial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1102 lbs. 54. Total dry peat charged during trial... . . . . . . . . . . . . . . . . . . . . . . . . . 794 & 4 55. Total ash and clinker drawn during trial. . . . . . . . . . . . . . . . . . . . . . . 125 ( & 56. Ash and clinker drawn per cent of peat charged. . . . . . . . . . . . . . . . 11.3 57. Ash and clinker drawn per cent of dry peat charged... . . . . . . . . . 15. 7 58. Average kilowatts delivered to switchboard. . . . . . . . . . . . . . . . . . . 27. 1 59. Average brake horse-power of engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 41 - 3 Hourly quantities— 60. Lbs. of peat charged. . . . . . . . . . . . . . 's a • * * * * * * * * * * * * * * * * * * * * * * * * 110 61. “ “ dry peat charged... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 62. Cub. ft. of water to producer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69.0 63. { { “ “engine... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.8 64. Gallons of water to producer... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430 65. & & { { ( engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 66. Peat charged per K.W. hour. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.06 lbs. 67. Dry peat charged per K.W. hour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.91 { { 68. Peat charged per B.H.P. hour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.66 lbs. 69. Dry peat charged per B.H.P. hour. . . . . . . . . . . . . . . . . . " * * * * * * * * * * 1.91 & & 70. Overall thermal efficiency of engine and producer. . . . . . . . . . . . . . 13.7 per cent. 71. Gallons of water used per B.H.P. hour, by producers and scrub- bers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4 72. By engine... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. 23 RESULTS DEDUCED FROM FUEL AND GAs ANALYSIs. 73. Air Supplied to producer per lb. of dried peat charged. . . . . . . . . . 34.8 cub. ft. 74. Water supplied to producer per lb. of dried peat charged... . . . . . 0.40 lbs. 75. Cubic feet of gas produced per lb. of dried peat charged. . . . . . . . 48.6 76. Heat equivalent of gas produced per lb. of dried peat charged.. 6030 B.T. U. 77. Producer efficiency... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62. 0 per cent 78. Cubic feet of gas delivered to engine per hour. . . . . . . . . . . . . . . . . . 3840 79. Cubic feet of gas delivered per B.H.P. per hour... . . . . . . . . . . . . . 93 80. Cubic feet of gas delivered per I.H.P. per hour.... . . . . . . . . . . . . . 74 81. Heat equivalent of gas delivered per B.H.P. per hour. . . . . . . . . . 11500 B.T. U. 82. Thermal efficiency of engine (B.H.P. basis)... . . . . . . . . . . . . . . . . . 22. 1 per cent 83. Heat equivalent of gas delivered I.P.H. per hour. . . . . . . . . . . . . . 9160 E.T. U. 84. Thermal efficiency of engine (I.H.P. basis). . . . . . . . . . . . . . . . . . . . 27. 9 per cent 86 Chart Nº 8. TE ST N º 24 1. A Sucºfion af Engine 8yy** Producer C Colorific value of Gas . O CT. 5 ſh 1911 D Brake horsepower E 7èmperaſure in Nº 1 offſake G 7ofa/ fueſ charged 94 Apæ6/oſyº /ºn/ /o/o/ 9 •« ( 5/V •4 •--/ º’yo///o çõAv ut eun/o-ºdavæI 7 Oſº ºſºOº "º 9：/o-/g so9 yo ºn/oA 2/4//o/o19 -/32/2/2a/e/ … ' • • »up6v7 /o uoff, ºnç 146/ 59 AON 82 õN 1SELL 0 ‘Ó AN 14101/O TABLE XVII. TRIALS AT # LOAD WITH PROGRESSIVE AIR OPENINGS, WITH PEAT FROM ALFRED, ONT. AIR OPENINGS TO TOP ZONE KEPT CONSTANT THROUGHOUT. 1. No. of trial. 28. 29. 30. 31. 32. 33. 34. 35. 36. - 2. Date of trial... . . . . . Nov. 5. Nov. 9. | Nov. 10. Nov. 13. Nov. 14. Nov. 16. Nov. 17. Nov. 23. Nov. 24. 1911. . Ai ing for bot- - º 3 A.º.º. 2.8 2.8 2.8 3.3 4.1 5.1 5.1 | 2-2 & 3.3 4.1 Square inches. 4. Time of starting...| 9.30 a.m. | 9.45 a.m. || 10.40 a.m. || 9.45 a.m. | 8.00 a.m. || 9.00 a.m. || 9.15 a.m. || 9.00 a.m. 9.00 a.m. 5. Time of stopping... 5.30 p.m. || 5.45 p.m. | 6.40 p.m. || 5.45 p.m. || 4.00 p.m. || 5.00 p.m. || 5.15 p.m. || 5.00 p.m. 5.00 p.m. 6. Duration... . . . . . . . 8 8 8 8 8 8 8 . 8 8 hrs. 7. Total peat charged - during trial...... 974 1,030 1,040 1,055 933 838 868 857 958 lbs. 8. Total dry peat char- 2 : ged during trial. 750 792 796 807 714 652 675 667 746 lbs. *::::::::: of peat used. 9. Moisture per cent in peat as charged. 23. 1 23 - 1 23.5 23.5 23.5 22.2 22.2 22.2 22.2 per cent. Proacimate analysis of dried peat. 10. Fixed carbon. . . . . . 31-3 31-3 30.0 30:0 30.0 30.4 - - 30.4 30.4 30.4 |per cent. 11. Volatile matter.... 64.8 64.8 65.3 65.3 65.3 64.8 64.8 64.8 64.8 per cent. 12. Ash. . . . . . . . . . . . . . . 4-9 4.9 4.7 4.7 4.7 4.8 4.8 4.8 4.8 per cent. 13. Calorific value of . . . dried peat....... 9,450 9,450 9,500 9,500 9,500 9,400 9,400 9,400 9,400 B.T.U. per lb. 14. Cal. value of peat - - as charged....... 7,270 7,270 7,270 7,270 7,270 7,310 7,310 7,310 7,310 B.T. U. per Ib. 15. Barometer..... . . . . 29.84 30.33 30.06 29.89 30. 16 29.9 30.05 29.92 29. 55 inches. 16. Wet bulb. . . . . . . . . . 51 48-5 59 47.5 46.5 49.5 37 46 52 °F. 17. Dry bulb... . . . . . . . 61 59.0 74 58.0 57.5 61 - 0 45.5 57 65. 5 oR".. 18. Humidity per cent 50 45 40 44 41 42 42 41 38 per cent. 19. Average suction at º e producer exit. . . . 0.8 0.8 0.7 0.7 0.5 0. 5 0. 5. 0.7 0.7 in. of water. 20. Average suction af- - e. ter coke scrubber 8.0 5.4 6.2 5.8 5.3 7.4 11 - 0 8-9 10.1 in. of water. 21. Average suction af- e - ter tar filter..... 11.1 9.8 10.8 10.7 9.9 10.2 14.4 13.1 17.3 in. of water. 22. Average suction af- e ter dry scrubber. 12.2 10.9 11.9 11.6 10.5 11.3 15-0 13.8 18.3 in. of water. 23. Average tempera- ture of gas at top - O exit (No. 2)...... 246 260 257 283 262 250 252 266 230 F. 24. Average tempera- ture of gas at final - O exit (No. 1)... . . 555 615 525 581 650 590 601 526 500 - F. 25. Average tempera– ture of gas at final - o exit (No. 3)...... 601 660 781 727 755 750 818 742 820 °F. Engine and Generator. 26. Average kilowatts A delivered to switch- board....... . . . . . . . 29. 5 30.0 31. 1 30.8 30.3 30.3 29. 6 30.1 30.0 27. Average electrical horse-power. . . . . 39.5 40.2 41 - 7 41.3 40.6 40-2 39.6 40.3 40-2 28. Efficiency of dyna- - - mo. . . . . . . . . . . . . . 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0-88 29. Average brake horse-power of engine 45.0 45.7 47.4 46.9 46.2 45.8 45. 1 45.9 45.8 Analysis of gas in stand- pipe, per cent by vol- 147786. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 sample.| 2 samples. | 3 samples. | 3 samples. 3 samples. | 3 Samples. 1 2 Samples. | 3 samples. 30. Carbon dioxide... . . . . . . . . . . . . . 3.0 11.2 10-8 10.8 12-3 12.6 13.3 15.3 per cent. 31. Ethylene. . . . . . . . . . . . . . . . . . . . . . 0.1 0.9 1.1 0.8 0.8 . 0.8 0.9 1 - 0 per cent. 32. Oxygen.... . . . . . . . . . . . . . . . . . . . . 17.6 1.4 3-2 4-9 . 2.4 4-3 0. 5 0.4 per cent. 33. Carbon monoxide. . . . . . . . . . . . . 0.1 19.7 17.4 13.1 15. 6 11.6 18-3 16.0 per cent. 34. Methane.... . . . . . . . . . . . . . . . . . . . 3.5 7.4 2.9 3.5 3-1 3.5 3.9 per cent. 35. Hydrogen......... . . . . . . . . . . . . . . . . . . . . . . 8.4 3. 1 5.7 6.3 4-6 8.6 6.8 per cent. 36. Nitrogen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-9 57.0 61-8 59. 1 63.0 54-9 56.6 per cent... . . . . . . . . 37. Inflammable gas...|............ [.......... 32.6 29.0 22.5 26.2 20.1 31-3 27.7 per cent. 38. Calorific value from analysis (gross)...]. . . . . . . . . . . . . . . . . . . . . . 139 127 102 118 95 136 128 B.T.U. per cub. ft. 39. Calorific value fron analysis (net).... . . . . . . . . . . . . . . . . . . . . . . 131 119 96 110 89 127 120 B.T.U. per cub. ft. Analysis of final gas after tar filter per cent, by volume ... . . . . . . . . . . . . . . . . . . . . . . . . 2 Samples. 2 samples. 2 samples. 2 samples. 3 samples. || 2 Samples. 2 samples. 3 Samples. 40. Carbon dioxide... . . . . . . . . . . . . . 5. 1 9.0 9.9 6. 55 5.9 4.8 8-3 6.5 per cent. 41. Ethylene. . . . . . . . . . . . . . . . . . . . . . 0.4 0.1 0.4 0.15 0.4 0-2 0.3 0. 5 per cent. 42. Oxygen.... . . . . . . . . . . . . . . . . . . . . 0.4 0.2 0.4 0.25 0.2 0. 5 0.4 0.7 per Cent. 43. Carbon monoxide...l.. . . . . . . . . . . 26.8 20.7 19.3 24.65 26.3 26.9 22.4 24.4 per cent. 44. Methane.... . . . . . . . . . . . . . . . . . . . 1.7 1.9 2.4 2.05 1.9 2.0 2.0 2.9 per cent. 45. Hydrogen. . . . . . . . . . . . . . . . . . . . . 4.7 10.6 10.9 8.85 9. 1 7.4 8.8 7.5 per cent. 46. Nitrogen. . . . . . . . . . . . . . . . . . . . . . 60. 9 57.5 56.7 57.5 56.2 58.2 57.8 57.5 per cent. 47. Inflammable gas...|... . . . . . . . . . 33.6 33.3 33.0 35.7 37.7 36.5 33-5 35.3 per cent. 48. Calorific value from analysis (gross)... . . . . . . . . . . . 124 121 128 130 139 133.5 125 138 B.T.U. per cub. ft. 49. Calorific value from - analysis (net)... . . . . . . . . . . . . . 120 114 120 123 132 127.5 118 131 B.T.U. per cub. ft. 50. Net calorific value from recording gas calorimeter 126 130 121 124 130 138 133 127 134 B.T.U. per cub. ft. 51. Grams of tar per 1,000 cub. ft. of final gas.... . . . . . . . . . . . . . . . . . 7.1 13.8 21.6 25-1 24.6 23.6 12.7 7.6 Economic results of tests 52. Average kilowatts delivered to switch- board. . . . . . . . . . . . . . 29. 5 30.0 31. 1 30.8 30.3 30.0 29. 6 30.1 30.0 53. Average brake horse-power at º engine. . . . . . . . . . . 45-0 45.7 47.4 46.9 46-2 45.8 45.1 45.9 45.8 Hourly quantities. 54. Lbs. of peat charg— ed... . . . . . . . . . . . . 122 129 130 132 117 104 108 107 120 Lbs. 55. Lbs. of dry peat charged. . . . . . . . . 94 99 99 101 89 81 84 83 93 Lbs. 56. Peat charged per K.W. hour.... . . . 4.14 4.30 4, 18 4.29 3.86 3.47 3.65 3. 55 4.0 Lbs. 57. Dry peat charged - per K.W. hour.. 3. 19 3.30 3.18 3.28 2.94 2.70 2.84 2.76 3.10 Lbs. 58. Peat charged per - B.H.P. hour... . . 2.71 2.82 2.74 2.81 2.53 2. 27 2.40 2. 33 2.62 Lbs. 59. Dry peat charged per B.H.P. hour. 2.09 2. 16 2.09 2. 15 1.93 1.77 1.86 1.81 2-03 Lbs. 60. Overall thermall efficiency... . . . . . 12.9 12.5 12.8 12.5 13.9 15.3 14.6 14.9 13.3 per cent. 21256—p. 94 95° | l6 | 4，6 AON 6 Z 5 N LS -E_L Apæ64pq > /æn/, /o/ oc 9 & &( 5A/ «4 4*/ axoſ, yo çõAv ut sunſpuºduºſ ? ~~awodºs-moq eſfoug so9 yo ºrº/da 21/4-royº 9 -/e2npo-/a/ «، •uyêug /o uoſ42nç 96 2 yo-~g pa6.jpq2 ſøn, /o/o1 9sºs, yo en/o^ 2/A/-/o/o-o es / ö// «£ €-/-132/?poucº a sa 37auſ 6u5 ſp uoſ ſºns ayo// ſo çõAv ut eunſouedarèſ *9 ii61 &OI AON O £ őN _L SE 1 II ÄN 1/101/O 97 øya ºg Aos 6o/º/e/ / /º/º1 9so9 yo anyºa 2://uo/29 • (5AY ••· * *-/ºo/?A2a/a/ … .. •łyo//;o cõAv ut ºud/º/eguvēl 3eu/6u7 ſo uoſ, onç �9 * tısı ſırı xow lº öN LS3_1 2.I „NI 1/101/O 98 / 5^' • 9 /en/, /o/º1 �� €) +/ -teamodes-moly sºyo-~g q so9 yo en/oA 21.//-/o/P3 9 Joonpo：/444497 //> !16!! !! !！! AO IN 2 º 5 Nº. 1 S （J_1 8I „N 1，01||O 99 Apoślueſyº ſeny je 491 59 • 15A/ «��--/ •șoaeaeyo ça; N ut eun/oueďweſ ? ~easode suoq·øyp ºg sos, yo •n/a>： 24/4-royºO -/eºnpo-lov •�� •uț6ug 4e taeſſºns &ł*/ [t&I § 91 AON £ €* 5 Nº 1S 3.1 Cſ ÍŽI „N. 14：01/O 21256–8 100 pæ6） oqº ſøn, ſoſol & į[ 6 AM se€ £ •łyoſ y/o çõAV un aurų puoduºſ 9/ 9 --/ 37 uæawoda suoſy ºxfo-ig so59 yo an/oA 2144-toyo o -daºnpo-） • •& & eu/6ug 4 o uoſ ſºns 91|^[.. | l6 | ¡ ZI AON fy º 5 N L S 31_L C1 ȘI „N 1，01||O 101 Avećuoy2 /øay /o/o/ 9 € £/ö// au44-/ •łya， ÇöAy utaunyovedway ºg �yo-~g so9 yo º/?/»^ 2://vo/29 -/º2/3/ºo/）/ … … autóug /o uoff/onç */ 1161， C2 AO^V Gº õN _LS EI L 9.I „N. 14/01/O l 2 21256 102 på 6.pq2 /en/, /o/o/. 9 66( 5/\/ «& &--/ eſſoſ, yo çõN uſ aunſo-deduel 3 ~æawodasuoty → youg sos, yo æn/º/; 34/4-to/PO -1e3npo-z-y），& ď »upów.g # o uo(43ns · */ 1181 ſ, fº? AON 99 õN ALS 3-Ą. Z I AN 1，01||O 103 TRIAL No. 20. TABLE XVIII. OBSERVATIONS OF FUEL CHARGED TO PRODUCER D URING TRIAL. DATE, SEPT. 19, 1911. * , —r Time of Total ! Charging. Gross, Lbs. Tare, Lbs. Net, Lbs. Charged, Lbs. Time of Poking. 12.00 Noon... . . . . . . 57 7 50 50 12.45 p.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 150 1.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 250 1.35 p.m. 2.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 350 3.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 450 3.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 550 4.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 650 5.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 800 5.20 p.m. 6.30 “" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 900 7.25 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1000 8.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100. . 1100 9.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1200 9.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 1250 Fuel for banking from 6 p.m., Sept. 18, to time o Fuel used from 7.00 a.m. to 11.30 . Ashes and refuse removed during trial f opening up producer at 7 a.m., Sept. 19 250 lbs. - 350 * s a s e e s a s a s e g g g º e s e s e s e º e < * * * * * * * * * * * * * * * * * * * * * * * * * • * * * * * * * * * * * * s ... e. e s = e s e s a s a e e s e s = < * * * * * * * * * * * * * * * * * * * * * * 60 { { 104 OBSERVATIONS OF GAS ENGINE AND GENERATOR. No. OF TRIAL, 20. Stroke of engine, 24". -- Cylinder constant, 0.005 TABLE XIX. 4. Cylinder diameter, 15%". DATE, OCT. 5, 1911. - . - Temperature | p ..., º - - - - Time. of outlet Revºlutions Volts Amps Brake cooling Water. II). i. ute. & pS. horse-power. 11.30 a.m... . . . . . . . . . . . 95 192 121 288 53. I 11.45 “ . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 122 301 56.0 12.00 “ . . . . . . . . . . . . 116 193 123 301 56.5 12.15 p.m. . . . . . . . . . . . . 111 . . . . . . . . . . . . . . 123 300 56.3 12.30 “ . . . . . . . . . . . . 113 192 123 300 56.3 12.45 “ . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 117 293 52.2 1.00 “ . . . . . . . . . . . . 111 192 122 283 52.7 1.15 “ . . . . . . . . . . . . 115 1. . . . . . . . . . . . . . 124 294 55.6 1.30 “ . . . . . . . . . . . . 118 192 122 285 53. 1 1.45 “ . . . . . . . . . . . . 118 “ . . . . . . . . . . . . . . . . 122 295 54 - 9 2.00 “ . . . . . . . . . . . . 118 194 122 293 54 - 5 2.15 “ . . . . . . . . . . . . 109 193 127 293 56.8 2.30 “ . . . . . . . . . . . . 108 - - - - - - - - - - - - - - 127 295 57.2 2.45 “ . . . . . . . . . . . . 109 192 127 28S 55.8 3.00 “ . . . . . . . . . . . . 106 | . . . . . . . . . . . . . . 119 285 51. 7 3.15 “ . . . . . . . . . . . . 106 189 126 291 55.9 3.30 “ . . . . . . . . . . . . 104 | . . . . . . . . . . . . . . 122 288 53. 6 3.45 “ . . . . . . . . . . . . 100 178 116 325 57.5 4.00 “ . . . . . . . . . . . . 104 187 121 303 55.9 4.15 “ . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 118 293 52.7 4.30 “ . . . . . . . . . . . . 111 186 118 293 52.7 4.45 “ . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 119 294 53.4 5.00 “ . . . . . . . . . . . . 109 187 119 294 53.4 5. 15 “ . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 119 295 53. 6 5.30 “ . . . . . . . . . . . . 113 189 125 278 53-0 5.45 “ . . . . . . . . . . . . 109 | . . . . . . . . . . . . . . 118 278 50.0 6.00 “ . . . . . . . . . . . . 111 192 118 278 50.0 6.15 “ . . . . . . . . . . . . 113 | . . . . . . . . . . . . . . 122 275 51 - 2 6.30 “ . . . . . . . . . . . . 113 188 122 275 51 - 2 6.45 “ . . . . . . . . . . . . 117 192 120 291 53 - 2 7.00 “ . . . . . . . . . . . . 118 198 122 286 53.2 7.30 “ . . . . . . . . . . . . 117 | . . . . . . . . . . 122 286 53.2 7.45 “ . . . . . . . . . . . . 117 193 124 298 56.3 8.00 “ . . . . . . . . . . . . 117 | . . . . . . . . . . . . . . 124 298 56.3 8.15 “ . . . . . . . . . . . . 113 190 117 291 51.9 8.30 “ . . . . . . . . . . . . 115 193 124 291 55.0 8.45 “ . . . . . . . . . . . . 115 |. . . . . . . . . . . . . . 122 291 54 - 2 9.00 “ . . . . . . . . . . . . 111 191 120 278 50.9 9. 15 “ . . . . . . . . . . . . 109 188 118 272 48.9 105 TABLE XX. OBSERVATIONS OF TEMPERATURES AND PRESSURES AND WATER CON- SUMPTION OF PILANT. No. OF TRIAL, 20. DATE, SEPT. 19, 1911. Suction in gas mains. Temperature Millimetres of water. olº leaving Time. No. 1 exit. * Leaving Lº Leaving Before of. producer. scrubber. tar filter. engine. 11.30 a.m... . . . . . . . . . . . 419 15 62 200 230 11.45 “ . . . . . . . . . . . . 419 12 46 160 192 12.00 “ . . . . . . . . . . . . 430 12 47 120 140 12.15 p.m. . . . . . . . . . . . . . . 436 12 52 129 T49 12.30 “ . . . . . . . . . . . . 447 12 51 108 126 12.45 “ . . . . . . . . . . . . 430 12 48 98 124 1.00 “ . . . . . . . . . . . . 447 12 47 148 168 1.15 “ . . . . . . . . . . . . 458 12 62 110 128 1.30 “ . . . . . . . . . . . . 441 12 58 103 130 1.45 “ . . . . . . . . . . . . 340 12 48 102 127 2.00 “ . . . . . . . . . . . . 352 12 54 104 132 2.15 “ . . . . . . . . . . . . 362 13 58 128 150 2.30 “ . . . . . . . . . . . . 385 12 65 118 150 2.45 “ . . . . . . . . . . . . 385 12 55 107 135 3.00 “ . . . . . . . . . . . . 425 12 64 153 184 3.15 “ . . . . . . . . . . . . 447 12 63 121 150 3.30 “ . . . . . . . . . . . . 464 12 62 108 147 3.45 “ . . . . . . . . . . . . 469 17 80 144 174 4.00 “ . . . . . . . . . . . . 441 18 75 143 169 4.15 “ . . . . . . . . . . . . 503 18 72 142 178 4.30 “ . . . . . . . . . . . . 520 18 52 111 144 4.45 . . . . . . . . . . . . 531 17 55 112 145 5.00 “ . . . . . . . . . . . . 531 17 57 110 144 5. 15 “ . . . . . . . . . . . . 525 17 57 102 127 5.30 “ . . . . . . . . . . . . 464 17 58 100 117 5.45 “ . . . . . . . . . . . . 526 17 65 113 138 6.00 “ . . . . . . . . . . . . 509 17 58 100 123 6.15 “ . . . . . . . . . . . . 503 15 64 104 130 6.30 “ . . . . . . . . . . . . 503 15 59 102 128 6.45 “ . . . . . . . . . . . . 509 16 61 133 17C 7.00 “ . . . . . . . . . . . . 526 17 78 121 145 7.30 “ . . . . . . . . . . . . 520 17 69 140 157 7.45 “ . . . . . . . . . . . . 537 17 70 125 138 8.00 “ . . . . . . . . . . . . 520 19 75 132 150 8.15 “ . . . . . . . . . . . . 520 17 70 120 138 8.30 “ . . . . . . . . . . . . 531 17 66 126 134 8.45 “ . . . . . . . . . . . . 520 17 67 127 135 9.00 “ . . . . . . . . . . . . 531 18 67 1.17 123 9. 15 “ . . . . . . . . . . . . 520 17 66 101 120 TABLE XXI. REPORT OF GAS ANALYSIS. TRIAL No. 20. * y Sept. 19, 1911. • 1 PER CENT BY Volume. - v.:**u. Source No. | Time - - . . . . - PER CUB. F.T. of of : of. samples. sample. || sampling. i. Oxygen | Ethylene #. Methane. Hydrogen| Nitrogen º Gross. Net. After tar washer. . . . . . . . . 1 11.30 a.m. 10.1 0.2 0.3 18.2 2.2 10.3 58.7 31.0 118 110 ; 2 12.30 p.m. 9.7 1. 3 0.8 18.8 1.8 10.6 57. 0 32.0 125 117 3 | 1.30 “| 9.6 0.6 0.3 18-9 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ºlº 4 . 2.30 “ 10.4 0.3 0.2 19. 1 2.7 10.3 57. 0 32.3 125 116 5 : 3.30 “ | 12.1 0.2 0.2 17.6 1 - 1 11.9 56.9 30.8 109 102 6 4.30 “ 10.9 0.3 0.7 18. 1 2.6 9.5 , 57. 9 30. 9 126 117 7 : 5.30 * | 12.7 0.6 0.6 13.4 3.4 8. 3 61 - 0 25.7 113 105 8 6.30 “ . . 10.6 03 , 0.4 17. 1 3.5 9.0 59. 1 30.0 125 117 9 7.30 “ 10.3 0.3 0. 5 18.3 2.6 10.4 57.6 31.8 126 118 10 8.30. “ 11.5 0.7 | 0.9 || 17.6 2.0 11.2: 56.1 31.7 127 118 107 No. OF TRIAL, 21. TABLE XXII. OBSERVATIONS OF FUEL CHARGED TO PRODUCER D URING TRIAL. DATE, SEPT. 20 and 21, 1911. Time of charging. Gross, Lbs. Tare, Lbs. Net, Lbs. *L*. º: 11.00 a.m. . . . . . . . . . . . . 107 7 100 100 12.00 Noon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 250 1.00 p.m.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 350 1.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 450 2.40 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 550 3.15 p.m. 3.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 700 4.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 800 5.5 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 900 6.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1,000 7.10 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1, 100 7.15 p.m. 7.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1, 200 8.25 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1,300. 9. 15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1,400 10.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1,500 11.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 1,650 12.45 a.m. . . . . . . . . . . . . i. . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1, 750 1.40 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1,850 2.40 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 1,950 3.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 2,050 3.35 a.m. 4.5 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 2, 200 4.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 2,300 5.40 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 2,400 6. 10 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 2,450 Fuel used for banking and starting from previous day's run... . . . . . . . . . . . . . . . . . . . . . 431 lbs. Ashes and refuse removed during trial... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 “ 108 No. OF TRIAL, 21. Stroke of engine, 24”. Cylinder constant, 0.0054. TABLE XXIII. OBSERVATIONS OF GAS ENGINE AND GENERATOR. DATE, SEPT. 20 and 21, 1911. Cylinder diameter, 15;" Temperature & Time of outlet Revº 10n S Volts Amps Brake & cooling water. minute º pS. horse-power. 10.00 a.m. . . . . . . . . . . . . 100 194 112 271 46.3 10.25 “ . . . . . . . . . . . . . 118 194 122 298 55-4 10.40 “ . . . . . . . . . . . . . 118 . . . . . . . . . . . . . . 118 293 52.7 10.55 “ . . . . . . . . . . . . . 111 193 111 281 47.5 11.10 “ . . . . . . . . . . . . . 111 193 124 301 56.8 11.25 “ . . . . . . . . . . . . . 115 194 122 295 54 - 9 11.40 “ . . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 123 293 55.0 11.55 “ . . . . . . . . . . . . . 111 192 121 293 54 - 1 12.10 p.m. . . . . . . . . . . . . 109 192 121 293 54 - 1 12.25 “ . . . . . . . . . . . . . 108 | . . . . . . . . . . . . . . 122 297 55.2 12.40 “ . . . . . . . . . . . . . 108 191 121 311 57.4 12.55 “ . . . . . . . . . . . . . 109 | . . . . . . . . . . . . . . 120 294 53.8 1.10 “ . . . . . . . . . . . . . 109 192 122 303 56.4 1.25 “ . . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 122 303 56.4 1.40 “ . . . . . . . . . . . . . 111 192 123 293 55.0 1.55 “ . . . . . . . . . . . . . 115 (. . . . . . . . . . . . . . 122 293 54 - 5 2.10 “ . . . . . . . . . . . . . 111 192 122 288 53. 6 2.25 “ . . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 122 288 53. 6 2.40 “ . . . . . . . . . . . . . 113 189 122 288 53. 6 2.55 “ . . . . . . . . . . . . . 113 | . . . . . . . . . . . . . . 121 283 52.2 3.10 “ . . . . . . . . . . . . . 109 192 117 298 53 - 1 3.25 “ . . . . . . . . . . . . . 109 | . . . . . . . . . . . . . . 121 288 53. 1 3.40 “ . . . . . . . . . . . . . 115 192 122 288 53. 6 3.55 “ . . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 121 274 50.6 4.10 “ . . . . . . . . . . . . . 111 188 117 295 5.2. 6 4.25 “ . . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 119 288 52.3 4.40 “ . . . . . . . . . . . . . 111 192 123 293 55.0 4.55 “ . . . . . . . . . . . . . 108 |. . . . . . . . . . . . . . 117 293 52.3 5. 10 “ . . . . . . . . . . . . . 104 190 121 303 55.9 5.25 “ . . . . . . . . . . . . . 108 i. . . . . . . . . . . . . . 119 292 53.0 5.40 “ . . . . . . . . . . . . . 106 190 120 297 54.4 5.55 “ . . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 121 296 54.6 6.10 “ . . . . . . . . . . . . . 111 183 115 293 51.4 6.25 “ . . . . . . . . . . . . . 109 . . . . . . . . . . . . . . 120 288 52.7 6.40 “ . . . . . . . . . . . . . 108 184 114 278 48. 3 6.55 “ . . . . . . . . . . . . . 109 | . . . . . . . . . . . . . . 119 287 52. 1 7. 10 “ . . . . . . . . . . . . . 113 191 116 288 51.0 7.25 “ . . . . . . . . . . . . . 113 |... . . . . . . . . . . . 122 288 53. 6 7.40 “ . . . . . . . . . . . . . 115 192 120 278 50.9 7.55 “ . . . . . . . . . . . . . 113 . . . . . . . . . . . . . . 117 278 49.6 8.10 “ . . . . . . . . . . . . . 113 189 122 288 53. 6 8.25 “ . . . . . . . . . . . . . 113 . . . . . . . . . . . . . . 122 288 53. 6 8.40 “ . . . . . . . . . . . . . 113 190 123 288 54.0 8.55 “ . . . . . . . . . . . . . 113 1. . . . . . . . . . . . . . 123 288 54 - 0 9. 10 “ . . . . . . . . . . . . . 113 184 122 293 54.5 9.25 “ . . . . . . . . . . . . . 113 | . . . . . . . . . . . . . . 124 288 54 - 5 9.40 “ . . . . . . . . . . . . . 113 183 116 282 49.9 9.55 “ . . . . . . . . . . . . . 115 169 104 263 41.7 10.10 “ . . . . . . . . . . . . . 115 192 124 287 54.3 10.25 “ . . . . . . . . . . . . . 111 |. . . . . . . . . . . . . . 118 287 51 .. 6 10.40 “ . . . . . . . . . . . . . 111 183 114 288 50. 1 10.55 “ . . . . . . . . . . . . . 115 193 122 298 55.4 11.10 “ . . . . . . . . . . . . . 117 | . . . . . . . . . . . . . . 122 293 54 - 5 11.25 “ . . . . . . . . . . . . . 115 191 121 291 53.7 11.40 “ . . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 116 289 51 - 1 11.5; & & 21 • * * * * * * s e º e 111 188 120 294 53.8 ept. 12.10 a.nl. . . . . . . . . . . . . 108 |. . . . . . . . . . . . . . 119 291 52.8 12.25 “ . . . . . . . . . . . . . 115 191 122 291 54 - 1 12.40 “ 115 1. . . . . . . . . . . . . . 121 291 53.7 & s is º e s s = e s s a s 109 TABLE XXIII—Continued. Temperature R. - - of outlet evolutions f Brake Time. cooling water. IOl #.ite. W olts. - Amps. horse-power. 12.55 a.m. . . . . . . . . . . . . 115 189 123 302 56.6 1. ( & • * * * * * * : - - - - - - - 115 1 - - - - - - - - - - - - - - - 123 302 56.6 1. “ . . . . . . . . . . . . . 115 190 121 302 55.7 1. “ . . . . . . . . . . . . . 115 181 116 293 51.8 1. “ . . . . . . . . . . . . . 115 189 120 302 55.3 2. “ . . . . . . . . . . . . . 118 189 122 303 56.4 2. “. . . . . . . . . . . . . º, 115 - . 189 122 303 56.4 2. “ . . . . . . . . . . . . . 115 | . . . . . . . . . . . . . . 120 301 55.1 2. “ . . . . . . . . . . . . . 117 188 122 303 56.4 3. “ . . . . . . . . . . . . . 117 | . . . . . . . . . . . . . . 122 303 56.4 3. “ . . . . . . . . . . . . . 115 188 120 303 55-4 3. “ . . . . . . . . . . . . . 115 . . . . . . . . . . . . . . . . 123 313 58.7 3. “. . . . . . . . . . . . . . 115 181 116 298 52. 1 4. “ . . . . . . . . . . . . . 115 . . . . . . . . . . . . . . 117 301 53.7 4. “ . . . . . . . . . . . . . 117 188 122 304 56.6 4. “ . . . . . . . . . . . . . 117 | . . . . . . . . . . . . . . 124 305 57.6 4. “ . . . . . . . . . . . . . 117 188 120 304 55.6 5. “ . . . . . . . . . . . . . 118 187 118 298 53-6 5. “ . . . . . . . . . . . . . 118 1. . . . . . . . . . . . . . 117 294 52.5 5. “ . . . . . . . . . . . . . 118 188 118 302 54.4 5. “ . . . . . . . . . . . . . 122 189 122 302 56.2 110 ; OBSERVATIONS OF TEMPERATURES AND PRESSURES AND WATER CONSUMP- No. OF TRIAL, 21. TABLE XXIV. TION OF PLANT. SEPT. 20 and 21, 1911. Temperature Suction in gas mains. of gas Millimetres of water. leaving Time. No. 1 exit. Leaving Leaving Leaving Before o F. producer. |coke scrubber. tar filter. engine. 10. 10 a.m. 319 12 51 135 173 10.25 “ . . . . . . . . . . . . . 357 12 48 98 116 10.40 “ . . . . . . . . . . . . . 381 12 56 96 129 10.55 “ . . . . . . . . . . . . . 386 15 48 111 128 11. 10 “ . . . . . . . . . . . . . 436 13 48 100 120 11.25 “ . . . . . . . . . . . . . 419 14 54 124 138 11.40 “ . . . . . . . . . . . . . 425 14 50 108 128 11.55 “ . . . . . . . . . . . . . 425 14 51 104 128 12.10 p.m.... . . . . . . . . . . 430 14 52 102 128 12.25 “ . . . . . . . . . . . . . 419 15 58 104 132 12.40 “ . . . . . . . . . . . . . 419 14 60 102 128 12.55 “ . . . . . . . . . . . . . 436 14 48 94 120 1. 10 “ . . . . . . . . . . . . . 447 14 54 106 118 1.25 “ . . . . . . . . . . . . . 452 14 58 134 150 1.40 “ . . . . . . . . . . . . . 469 14 60 120 130 1.55 “ . . . . . . . . . . . . . 475 14 68 106 126 2.10 “ . . . . . . . . . . . . . 491 13 64 112 128 2.25 “ . . . . . . . . . . . . . 503 13 62 118 133 2.40 “ . . . . . . . . . . . . . 503 13 70 114 124 2.55 “ . . . . . . . . . . . . . 515 13 62 102 130 3. 10 “ . . . . . . . . . . . . . 503 15 70 114 137 3.25 “ . . . . . . . . . . . . . 469 16 70 136 165 3.40 “ . . . . . . . . . . . . . 458 16 68 134 167 3.55 “ . . . . . . . . . . . . . 464 14 60 116 123 4.10 “ . . . . . . . . . . . . . 469 14 68 140 162 4.25 “ . . . . . . . . . . . . . 475 14 58 114 128 4.40 “ . . . . . . . . . . . . . 485 14 58 118 124 4.55 “ . . . . . . . . . . . . . 485 14 62 112 128 5. 10 “ . . . . . . . . . . . . . 497 14 68 122 132 5.25 “ . . . . . . . . . . . . . 491 14 58 92 102 5.40 “ . . . . . . . . . . . . . 485 15 72 124 134 5. 55 “ . . . . . . . . . . . . . 485 15 75 127 136 6.10 “ . . . . . . . . . . . . . 485 15 54 118 130 6.25 “ . . . . . . . . . . . . . 479 15 68 134 144 6.40 “ . . . . . . . . . . . . . 469 14 76 128 142 6.55 “ . . . . . . . . . . . . . 491 14 72 118 134 7. 10 “ . . . . . . . . . . . . . 447 18 78 148 172 7.25 “ . . . . . . . . . . . . . 474 18 74 126 142 7.40 “ . . . . . . . . . . . . . 497 18 58 110 123 7.55 “ . . . . . . . . . . . . . 491 15 68 148 168 8.10 “ . . . . . . . . . . . . . 509 14 66 118 128 8.25 “ . . . . . . . . . . . . . 515 14 68 118 126 8.40 “ . . . . . . . . . . . . . 515 14 62 118 124 8.55 “ . . . . . . . . . . . . . 515 14 66 119 130 9. 10 “ . . . . . . . . . . . . . 491 18 74 134 158 9.25 “ . . . . . . . . . . . . . 458 16 72 123 134 9.40 “ . . . . . . . . . . . . . 464 12 58 96 100 9.55 “ . . . . . . . . . . . . . 475 16 68 142 162 10.10 “ . . . . . . . . . . . . . 469 15 70 152 178 10.25 “ . . . . . . . . . . . . . 464 15 72 154 168 10.40 “ . . . . . . . . . . . . . 464 15 76 150 162 10.55 “ . . . . . . . . . . . . . 503 13 68 126 138 11.10 “ . . . . . . . . . . . . . 515 13 72 118 135 11.25 “ . . . . . . . . . . . . . 503 13 78 118 130 11.40 “ . . . . . . . . . . . . . 520 14 80 140 158 11.55 “ . . . . . . . . . . . . . 520 14 66 122 158 Sept. 21. 12.10 a.m. . . . . . . . . . . . . 515 13 62 110 126 12.25 “ . . . . . . . . . . . . . 515 13 64 120 132 111 TABLE XXIV—Concluded. Suction in gas mains. Millimetres of water. Temperature Time. of gas leaving No. 1 exit. Leaving Leaving Leaving Before • F. producer. |coke scrubber. tar filter. engine. Sept. 21 12.40 p.m.... . . . . . . . . . . 526 13 64 120 13S 12.55 “ . . . . . . . . . . . . . 509 13 68 120 135 1.10 “ . . . . . . . . . . . . . 520 13 70 122 138 1.25 “ . . . . . . . . . . . . . 497 13 70 122 140 1.40 “ . . . . . . . . . . . . . 497 13 76 141 150 1.55 “ . . . . . . . . . . . . . 503 14 72 134 154 2.10 “ . . . . . . . . . . . . . 503 13 62 100 110 2.25 “ . . . . . . . . . . . . . 520 14 62 142 152 2.40 “ . . . . . . . . . . . . . 531 14 70 164 180 2.55 “ . . . . . . . . . . . . . 542 14 62 112 128 3.10 “ . . . . . . . . . . . . . 520 14 66 112 120 3.25 “ . . . . . . . . . . . . . 526 16 (33 112 126 3.40 “ . . . . . . . . . . . . . 509 ' 18. 74 124 134 3.55 “ . . . . . . . . . . . . . 503 16 66 166 176 4. 10 “ . . . . . . . . . . . . . 515 16 72 188 198 4.25 “ . . . . . . . . . . . . . 520 17 68 116 126 4.40 “ . . . . . . . . . . . . . 515 16 69 117 126 4. 55 “ . . . . . . . . . . . . . 531 16 68 116 130 5. 10 “ . . . . . . . . . . . . . 537 16 72 141 158 5.25 “ . . . . . . . . . . . . . 531 15 58 92 106 5.40 “ . . . . . . . . . . . . . 531 15 62 122 158 5. 55 “ . . . . . . . . . . . . . 537 14 57 100 115 112 i : i i : H : º § : 3. º § : H § E § § § § § § § § g 'Stå øIqbuluiggu I C CO co C tº r- C CS GS cºo iſº C tº CS CO Atº CN, CN SC r- do r-, -i \o do I - ~H co cºl c H ºf ~# *H co co co co co co . . co co co co co CN Co co co co co co co co 'uoño IAIN r— tº ºf CŞı ºr CO CS ºc CŞı lo c \o co co co - H tº ES. CN co N- tº- \O Aſº co AO co DS- tº- cºc CO AQ \O KC & O Go Sc MC Aſº to iro to so to to to lo to lo to to to lo to to to lo to lo 'uožo.Ip KH Arb Arb H C tº CS Sc ºc co -sh tº SC CD CO C CS Sc CN Co ºc c CS C CNI r- CS – CS Co C C C C C C CS Co C C C, T- Y-5 r- re- r- T- T- H - r- r- r- ‘Out?UU19 W. <> <> <> <> <> < c, c <> <> <> <> <> <> <> ‘uańAXO co CŞı to cºl co-H >h cºl co -H cl co co ºf H cº, CŞı cº, r- co c c <> <> <> <> <> < c, c <> <> <> <> <> <> <> <> <> <> ‘opprop uoqigº) cc cro *H co CN tº D- coco CO co CN : : i : : : : : : : : : : : i : s s : : % ‘a i ‘ā f i i 113 TABLE XXVI. OBSERVATIONS OF FIUEL CHARGED TO PRODUCER D URING TRIAL. DATE, OCT. 5, 1911. No. of TRIAL, 24. Total. Time of charging. Gross, Lbs. | Tare, Lbs. Net, Lbs. |charged, Lbs. 10.30 a.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 7 120 120 11.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 2 115 235 12.30 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 2 115 350 1.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 2 120 470 2.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 3 126 596 3.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 1 61 657 4.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 2 100 757 5.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 2 85 842 6.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 2 100 942 7:30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 2 160 1102 Fuel used for banking and starting.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 lbs. Ashes and refuse removed during trial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 “ 114 TRIAL No. 24. Stroke of engine, 24". TABLE XXVII. Cylinder constant, .0054. Cylinder diameter, 24". OBSERVATIONS OF GAS ENGINE AND GENERATOR. DATE, OCT. 5, 1911. Time. Mean effective preSSure lbs. per sq. in. Revolu- tions per minute. Indicated horse-power Outlet cooling Water temperature Volts. Amps. IBrake horse- power. i 0 5 * * * * e sº e sº * * * * tº s = * * * * * * * * * * gº tº º # & # * * * * g e 8 tº º e & © tº $ tº tº 8 º º * * * * & e º a * * * * & & © tº tº & © tº s & & & * * * * * e = * * * * * tº 4 & 8 & e º s = a + tº º $ tº g º a * * * * * * * * * * * * * * * * * * * * e i s e s s º a º º * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * s a 9 s s s & # * • * * * * * * * * * e e = * * * * * * * * * * * * * * * * * * s e º e s ∈ a * * s e s e º e º e º & e e = * e º e g º e * * * * * * * * * * * * * * * * * : * * * * * * * * * * ë e s e e s ∈ e s & sº s g º e º ºs © e < * * * * * * * © & º e 8 & 9 º' e º * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * s e = * * * * * * * * * * * * * • e s e e s a e º & * * * * * * * * * * * e º e s ∈ e = < * * * * * * * * * s º * * * * * * * * * * & e º # * * * * * s 8 * * * * * * * * * * * * * * * * * * * is e ∈ E e e º & © tº & © $ $ $ $ 8 º’ & ‘º tº & 8 e < e º g º º * * * * * * * * * * s e e s a e < * * * * * * * * * * * * * s • * * * * * * * * * & F & e º e º º e * & sº e < * * * * * * * * * * * * * * * * * * * * * * * * * * * * * s sº sº e º 'º e s = e s & * * * * * * * * * * * * 8 * * * * * * * * * * * * e º e s tº e º º e = * * * * * * * s = e < * * * * * * * * * * g e a e * * * * * * * * * * * * * * * * * * * * * * * * e e º e s e º & = & e < * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * s & * * * * * * * * * * * * * * * * * * * * * * * * a s = * * * * * * * * * & e º º s & e s tº e s e e sº e e º e º º ſº tº 3 a e e s & e s e º e º 'º e & º 3 tº 8 & 6 g º gº º tº & e º & e º e º sº e s e # e & & & 8 g : e. e. g. tº 8 & 3 s º º gº e º e º sº. & © & © e e º sº tº gº º º * * * * * * * * * * * * 8 * * * * * * * * * * * & © tº e º 'º tº $ tº g º 'º # * * * * * g º $ tº $ tº * * * * * g º e º e º & * * * * * * * * * * * * * * * * * * * * * * * * * e s is ſº a s g º e s a * * * * * * * * * * * * e g º e s tº e º a # s & * * * * g g tº 4 e e º 'º * * = * * * * * * * > e * * * * * * * * * * * * s = e º a s a s e º 'º e s s a e s a s e s º * * * * * * * * * * • * s & sº e º a 6 s. * * * * * * * * * * 4 & e º 'º º & © tº a * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * tº e º e º sº e º º º s & e º e º & e º ºs * * * * * * * * g e * e º e s ſº # e. e. e. * * * * * * * * * * * * * * * * * * * * * c e s = e a e º e * * * * * * * * * * tº $ tº 8 tº $ 4 e g tº e s e a º 'º a s & ºt a s & e º 8 s tº e e * s a e < * * g e e * * * * * * * * * * * e º is tº s a tº a tº * * * * * * * * * * 8 * * * * * * * * * * * s & a e º 'º e e & e g º e º e º 'º º © º E. E. g. a tº e º e * * * * * * * * * * e º 'º e a sº a tº e º 115 TABLE XXVIII. OBSERVATIONS OF TEMPERATURES AND PRESSURES AND WATER CONSUMP- TION OF PLANT. No. OF TRIAL, 24. DATE, OCT. 5, 1911. Temper- Suctions in gas mains. Readings of water- * *. Millimetres of water. meters, in cubic feet. Time. leaving No. 1 exit. & oIP Leaving Lºs Leaving Before FOT For producer. scrubber. tar filler engine. Scrubbers.| engine. 9.30 a.m... . . . . . . . . . . 490 7 33 179 182 3,792 8,964 10.00 “ . . . . . . . . . . . 570 9 76 175 180 | . . . . . . . . . . 10.30 “ . . . . . . . . . . . 600 9 65 142 163 | . . . . . . . . . . 11.00 “ . . . . . . . . . . . 600 9 85 142 159 | . . . . . . . . . . - 11.30 “ . . . . . . . . . . . 600 10 65 135 164 | . . . . . . . . . . 9,033 12.00 “ . . . . . . . . . . . 590 9 75 133 155 | . . . . . . . . . . 12.30 p.m.. 615 9 60 125 145 3,988 1.00 “ . . . . . . . . . . . 600 10 55 125 140 l. . . . . . . . . . 1.30 “ . . . . . . . . . . . 640 10 77 140 145 | . . . . . . . . . . 9, 101 2.00 “ . . . . . . . . . . . 670 10 95 145 155 | . . . . . . . . . . 2.30 “ . . . . . . . . . . . 560 7 77 135 160 4, 126 3.00 “ . . . . . . . . . . . 615 9 70 125 130 | . . . . . . . . . . 3.30 “ . . . . . . . . . . . 640 9 75 143 155 . . . . . . . . . . 4.00 “ . . . . . . . . . . . 660 9 65 134 145 ' . . . . . . . . . . 4.30 “ . . . . . . . . . . . 650 9 73 138 146 | . . . . . . . . . . 5.00 “ . . . . . . . . . . . 690 9 95 153 172 4, 294 5.30 “ . . . . . . . . . . . 680 13 82 140 155 . . . . . . . . . . 9,238 6.00 “ . . . . . . . . . . . 660 12 65 137 155 | . . . . . . . . . . * 6.30 “ . . . . . . . . . . . 640 13 65 143 148 | . . . . . . . . . . 7.00 “ . . . . . . . . . . . 630 13 90 155 167 | . . . . . . . . . . 7.30 “ . . . . . . . . . . . 650 12 59 130 163 4,482 9,312 21256—9 E TABLE XXIX. REPORT OF GAS ANALYSIS. TRIAL No. 24. - Oct. 5, 1911. CALORIFIC PER CENT BY VOLUME. VALUE B. T. U. Sourco No. Timo - - - PER CUB. F.T. of of of . Samples. sample. sampling. i. Oxygen. Ethylene. ºl. Methane. Hydrogen|Nitrogen. º Gross. Net. After taſ - -* washer. . . . . . . . . . . . . . . l 9.45 a.m. 11.0 0.4 0. 5 19.2 2. 6 10.1 56.2 32.4 128 120 2 || 10.45 “ 10, 2 0.2 0.5 20.6 1.9 10. 0 56.6 33.0 125 118 3 | 11 .45 “ 10.6 0.1 0.6 - 20.5 2.6 9.6 56.0 33.3 132 124 4 | 12.45 p.m. 10. S 0.1 0.6 19.3 2. 6 9.8 56.8 32.3 129 121 5 1.45 “ 10. 0 0.2 0.9 20, 2 2. 1 11 - 9 54 - 7 35.1 138 129 6 || 2.45 “ 7.3 0.5 0.3 23.8 2.3 11. 7 | 54 - 1 38. 1 142 133 7 3.45 “ 6.5 0.3 0.1 , 24.7 1.8 11 : 1 55.5 37.7 134 127 8 4.45 “ 6.5 0.3 0-2 24.7 1.8 9. 6 56.9 36.3 131 124 9 5.45 “ 5.8 0.1 0.2 25.6 1.7 8.5 58. 1 36.0 130 123 [0 6.45 “ 5.9 0. 5 0.2 25.6 1.6 7.8 58.4 35.2 126 120 117 Table xxx. OBSERVATIONS OF FUEL CHARGED TO PRODUCER DURING TRIAL. No. OF TRIAL, 28. DATE, Nov. 6, 1911. Time of * Total Time of charging. Gross, Lbs. | Tare, Lbs. Net, Lbs. charged, Lbs.| poking. 10.30 a.m. . . . . . . . . . . . . 81 1 80 80 11.30 “ . . . . . . . . . . . . 114 14 100 180 12.25 p.m. . . . . . . . . . . . . . 114 14 100 280 1.25 “ . . . . . . . . . . . . 129 14 115 395 2.15 “ . . . . . . . . . . . . 120 1 119 514 3.5 “ . . . . . . . . . . . . 142 2 140 654 2.45 4.10 “ . . . . . . . . . . . . 142 2 140 794 5.10 “ . . . . . . . . . . . . 122 2 120 914 | 5.30 “ . . . . . . . . . . . . 61 1 60 974. OBSERVATIONS OF POWER OF ENGINE. No. OF TRIAL, 28. TABLE XXXI. DATE, Nov. 6, 1911. Brake Time. Volts. Amps. horse-power of engine. 9.45 a.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 - 5 172 , 29.3 10.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 .. 5 282 48.0 10.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 287 47.0 11.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 282 46 - 2 11:45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 267 43.4 12. 15 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 272 45 - 0 12.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 - 5 272 46.3 1.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 267 45.8 1.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113.5 257 44.5 2.15 " - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 - 5 257 45.2 2.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114.5 262 45.7 3.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 277 47.1 3.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 - 5 277 47. 1. 4.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 - 5 277 47. 1 4.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 - 5 271 46. 3 5.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 - 5 267 46.2 21256–9% 118 TABLE XXXII. OBSERVATIONS OF TEMPERATURES AND PRESSURES. No. of TRIAL, 28. DATE, Nov. 6, 1911. Suction in gas mains. Temperature of gas, *F. Millimetres of water. Time. Final gas Leaving | Final gas | Leaving | Leaving | Leaving | Leaving leaving upper zone leaving 34 coke tal' dry No. 1 exit. of producer.|No. 2 exit. producer. scrubber. filter. scrubber. 10.00 a.m. . . . . . . . . . 345 345 300 15 120 220 225 10.30 “ . . . . . . . . . 410 280 430 15 120 190 195 11.00 “ . . . . . . . . . 500 266 510 17 190 270 280 11.30 “ . . . . . . . . . . . 560 250 575 20 180 270 280 12.00 Noon. . . . . . . . . 590 240 640 22 220 300 320 12.30 p.m. . . . . . . . . . 600 230 630 22 180 280 320 1.30 “ . . . . . . . . . 610 230 660 22 186 290 310 2.00 “ . . . . . . . . . 640 240 690 20 187 270 295 2.30 “ . . . . . . . . . 630 240 710 23 215 290 310 3.00 “ . . . . . . . . . 540 235 610 18 272 330 365 3.30 “ . . . . . . . . . 570 232 620 18 261 330 390 4.00 “ . . . . . . . . . 600 225 680 21 275 330 390 4.30 “ . . . . . . . . . 580 215 680 20 215 310 350 5.00 “ . . . . . . . . . 600 210 680 20 240 270 330 No. of TRIAL, 29. *— TABLE XXXIII. OBSERVATIONS OF FUEL CHARGED TO PRODUCER D URING TRIAL. DATE, Nov. 9, 1911. #. Gross, Lbs. | Tare, Lbs. Net, Lbs, chaº"Lºsi Time of poking. 10.45 a.m. . . . . . . . . . . . . 148 3 145 145 11.45 “ . . . . . . . . . . . . 102 2 100 245 11.30 a.m. 12.45 p.m...... . . . . . . . . 138 3 135 380 1.45 “ . . . . . . . . . . . . 143 3 140 5.0 2.00 p.m. 2.50 “ . . . . . . . . . . . . 143 3 140 660 3.50 “ . . . . . . . . . . . . 141 3 138 798 4.50 “ . . . . . . . . . . . . 116 2 114 912 5.45 “ . . . . . . . . . . . . | 120 2 118 1030 119 TABLE XXXIV. OBSERVATIONS OF., POWER OF ENGINE. No. OF TRIAL, 29. DATE, Nov. 9, 1911 Brake Time. Wolts. Amps. horse-power of engine. 9.50 a.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 247 40. 1 10.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 272 45.2 10.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 292 47.4 11.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.5 284 45.3 11.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.5 297 47.3 12.20 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 302 - 48.6 12.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 292 48. 3 1.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 - 5 287 48.4 1.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 282 47.5 2.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.5 283 43.8 2.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.5 288 44-6 3.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.5 292 45.2 3.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.5 277 43.3 4.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 - 5 273 42-3 4.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 - 5 277 47 - 1 5.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 277 46.7 TABLE XXXV. OBSERVATIONS OF TEMPERATURES AND PRESSURES. No. OF TRIAL, 29. DATE, Nov. 9, 1911. T ratures of of Suction in gas mains. emperatureS Of gaS, º Millimetres of water Time. Final gas | Leaving | Final gas Leavi Leaving | Leaving | Leaving leaving upper zone leaving . coke tar dry No. 1 exit. of producer.|No.2 exit. Pºº" scrubber. filter. 'scrubber. 10.00 a.m...... . . . . . . 390 305 300 12 78 215 260 10.30 “ . . . . . . . . . 440 290 430 13 88 194 205 11.00 “ . . . . . . . . . 490 270 510 12 110 205 235 11.30. . . . . . . . . . . . . . . 570 260 640 23 128 240 272 12.00 Noon. . . . . . . . . 580 260 710 24 133 248 270 12.30 p.m... . . . . . . . . 600 260 . 700 22 132 240 260 1.00 “ . . . . . . . . . (360 250 720 22 136 238 250 1.30. . . . . . . . . . . . . . . 660 250 720 22 120 230 250 2.00 “ . . . . . . . . . 6S0 240 730 23 145 270 310 2.30 “ . . . . . . . . . 680 230 . 655 21 155 275 315 3.00 “ . . . . . . . . . 690 225 700 21 150 270 290 3.30 “ . . . . . . . . . 63) 210 710 20 148 275 295 4.00 “ . . . . . . . . . 680 240 720 20 139 225 290 4.30 “ . . . . . . . . . 690 370 750 23 180 300 320 5.00 “ . . . . . . . . . 680 240 790 23 170 283 310 5.30 “ . . . . . . . . . 680 250 790 23 165 280 297 120 TABLE XXXVI. REPORT OF GAS ANALYSIS. TRIAL No. 29. Nov. 9, 1911. CALORIFIC PER CENT BY VOLUME. vº B. T. ... PER : CUB. F.T. Source | c. Time Of G O * & Sample. , º Sampling. c5 & # . E e º & Oſ) =#| = | # = 3 | #| | | | | # . .# ‘ā O >3 Cl) * O gº cº *—t O H tº Ú) º: & -Q.S. bſ) P, -Q O +: ~5 K- cº 3 Uſ) º 8 O #3 || 3 || 5 || 3 5 || 3 || > | # | ## ; ; ; Gl) Z O O G | O || > | I | 2 | tº © 2. p3 — | After tar i 1 (11. 55 a.m. 4.9 0.4 0.2 26.7 | 1.1| 4.1 62.6 i 32.1 113 109 washer. i { { 2 4.25 p.m. 5-2 0. 5 0. 5 || 27.0 | 2.4 5.3| 59.1 35. 2 135 130 Stand pipe 3 || 5.35 “ 3.0 17.6 0.1 0.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas : quite clear. TABLE XXXVII. OBSERVATIONS OF FUEL CHARGED TO PRODUCER, DURING TRIAL. No. OF TRIAL, 30. & DATE, Nov. 10, 1911. Time of charging. Gross, Lbs. | Tare, Lbs. Net, Lbs. amºus Of #* 11.40 a.m. . . . . . . . . . . . . . 117 2 115 115 12.45 p.m. ... . . . . . . . . . . 117 2 115 230 1.45 “ . . . . . . . . . . . . 168 8 165 | 895 1.30 p.m. 2.50 “ . . . . . . . . . . . . 173. 3 170 565 2.00 “ 3.50 “ . . . . . . . . . . . . 92 2 90 655 4.50 “ . . . . . . . . . . . . - 163 3 160 S15 4.45 “ 5.50 “ . . . . . . . . . . . . 82 2 80 895 6.40 “ . . . . . . . . . . . . 148 3 145 1040 6.40 “ Fuel used for starting and banking overnight=150 lbs. 121 TABLE XXXVIII. OBSERVATIONS OF POWER OF ENGINE. No. of TRIAL, 30. DATE, Nov. 10, 1911. º Brake Time. Wolts. Amps. horse-power of engine. 10.45 a.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115.5 132 23.2 11.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 274 45.4 11.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 302 48.6 12.15 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 302 49 - 5 12.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 302 49.0 1.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 294 49.5 1.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.5 302 50.4 2.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 292 48. 3 2.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 - 5 292 50.1 3.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 282 48. 3 3.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115.5 267 47.0 4.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.5 318 53.0 4.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.5 322 53.8 3.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114.5 260 45.4 5.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 - 5 277 48. 4 0.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115.5 277 48.8 TABLE XXXIX. OBSERVATIONS OF TEMPERATURES AND PRESSURES. No. OF TRIAL, 30. DATE, Nov. 10, 1911. Suction in gas mains. Temperatures of gas, “F. Millimetres of water. Time. . Final gas Leaving | Final gas Base of At Leaving | Leaving | Leaving leaving upper zone leaving stand- pro- coke tar dry No. 1 exit. of producer.|No. 2 exit. pipe. ducer. scrubber. filter. Scrubber. 11.00 340 280 690 3 10 210 320 400 12.00 490 300 770 3 17 160 300 325 12.30 500 320 760 3 18 160 280 310 1.00 520 280 760 3 18 140 270 300 1.30 530 260 760 3 20 150 280 310 2.00 560 250 730 3 17 310 380 410 2.30 600 235 780 3 20 155 300 310 3.00 640 235 810 3 20 160 290 31ſ) 3.30 640 240. S30 3 20 120 220 250 4.00 630 240 820 3 21 130 245 255 4.30 630 250 820 3 22 125 230 260 5.00 620 250 790 3 22 135 245 280 5.30 570 240 800 3 23 130 260 270 6.00 610 240 860 3 18 140 250 265 6.30 600 240 730 3 20 150 260 270 § TABLE XL. REPORT OF GAS ANALYSIS. TRIAL No. 30. Nov. 10, 1911. CALORIFIC NO IPER CENT BY VOLUME. VALUE. B.T.U. Source of Time PER CUB. F.T. #. Sã,Iſl- † - Inf Salm ple. Sarn pling. * * III].3.IOl- ple. ;º Oxygen. Ethylene. º Methane. Hydrogen|Nitrogen. * Gross. Net. After tar washer . . . . . . . . . . 1 2.50 p.m. 11 : 5 0.3 0.1 17.0 2.2 11.5 57.4 30.8 115 107 & & “ . . . . . . . . . . 2 4.15 “ 8-0 l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & C “ . . . . . . . . . . 4 * 4.50 “ 6.5 0.1 0.1 24.4 1.6 9.8 57.5 35.9 127 121 Stand-pipe. . . . . . . . . . . . . . . . 3 || 4.25 “ 10.3 1.8 0.9 20.3 3.5 8.4 54.8 33. 1 141 133 “ . . . . . . . . . . . . . . . . 5 6.00 “ 12.0 1 - 0 0.9 19.2 3.5 8.4 55.0 32.0 138 129 123 TABLE XLI. OBSERVATIONS OF FUEL CHARGED TO PRODUCER, DUF.ING TRIAL. No. OF TRIAL, 31. DATE, Nov. 13, 1911. dºt Gross, Lbs. | Tare, Lbs. | Net, Lbs. amº. . 10.45 a.m. . . . . . . . . . . . . . . 132 2 130 130 11.45 “ . . . . . . . . . . . . . . 140 3 137 267 12.45 p.m.... . . . . . . . . . . . . 145 2 143 410 1.45 “ . . . . . . . . . . . . . . 143 3 140 550 2.45 “ . . . . . . . . . . . . . . 102 2 100 650 3.45 “ . . . . . . . . . . . . . . 148 3 145 795 || 4.20 p.m. 4.45 “ . . . . . . . . . . . . . . 128 3 125 920 5.45 “ . . . . . . . . . . . . . 138 3 138 1055 Fuel used for starting and banking overnight=200 lbs. TABLE XLII. OBSERVATIONS OF POWER OF ENGINE. No. OF TRIAL, 31. DATE, Nov. 13, 1911. - Drake Time. Volts. Amps. horse-power of engine. 9.50 a.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 262 43.4 10.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 277 45.4 10.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 277 45.4 11.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 280 47.0 11.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 278 46-2 12.20 p.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 272 45. 6 12.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 292 47.2 1.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 292 47.5 1.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 292 47. 9 2.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 297 48.2 2.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 287 48.4 3.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 302 50.0 3.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 324 52. 1 4.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.5 278 46.4 4.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 257 43.4 5.20... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 282 46.7 124 TABLE XLIII. OBSERVATIONS OF TEMPERATURES AND PRESSURES. No. OF TRIAL, 31. DATE, Nov. 13, 1911. Suction in gas mains. Or O Temperatures of gas. F. Millimetres of water. Time. Final gas Leaving Final gas Leaving | Leaving | Leaving | Leaving leaving upper zone leaving coke tar dry No. 1 exit. of producer. No. 2 exit. producer. scrubber. filter. scrubber. 9.55 a.m. . . . . . 260 340 460 14 105 255 260 10.25 “ . . . . 410 280 600 8 170 305 310 10.55 “ . . . . 500 280 640 15 150 260 280 .25 “ . . . . 540 300 700 16 145 270 290 . 55 “ . . . . 570 300 740 15 145 260 290 .25 p.m. . . . . . 570 300 730 20 130 282 315 12.55 “ . . . . 590 300 730 20 150 285 315 1.25 “ . . . . 570 290 950 20 145 280 310 1.55 “ . . . . 580 270 800 22 155 285 320 2.25 “ . . . . 610 270 710 25 140 275 290 2.55 “ . . . . 670 280 770 25 145 260 285 3.25 “ . . . . 670 270 810 25 150 270 300 3. 55 “ . . . . 680 270 850 24 150 270 290 4.25 “ . . . . 650 270 810 17 230 320 340 4.55 “ . . . . 710 260 750 17 155 240 270 5.25 “ . . . . 720 250 790 17 155 250 260 § TRIAL No."31. TABLE XLIV. REPORT OF GAS ANALYSIS. Nov. 13, 1911. CALORIFIC PER CENT BY VOLUME. VALUE. B.T. U. Source No. Time PER CUB. F.T. * of of ſl - Sample. Sample. | Sampling. * * Inflam- i. Oxygen. Ethylene. ,.. G Methane. IHydrogen|Nitrogen. mable Gross. Net. .* g | ** * * * * gas. | After tar washer. . . . . . . . 2 2.10 p.m. 9.8 0.4 0.3 19.8 2.5 10.4 56.8 33.0 127 119 “ . . . . . . . . 4 4. 15 “ 10.1 0.3 0. 5 18.8 2.4 11.4 56.5 33. 1 129 120 Stand-pipe. . . . . . . . . . . . . . 1 11.00 a.m. 12.0 1 - 5 1 - 1 19.5 3.5 8.8 53. 6 32.9 143 134 “ . . . . . . . . . . . . . . 3 2.20 p.m. 9.4 2.4 1.2 21. 1 3. 1 8.5 54.3 33.9 145 136 “ . . . . . . . . . . . . . . 5 4.30 “ 11.1 5.8 0.9 11.6 2. 6 5.0 63.0 20. 1 94 8S 126 TABLE XLV. OBSERVATIONS OF FUEL CHARGED TO PRODUCER DURING TRIAL. No. OF TRIAL, 32. DATE, Nov. 14, 1911. Time of charging. Gross, Lbs. Tare, Lbs. Net, Lbs. 2 2 2 42. 115 160 Total Time. charged, Lbs. of poking. 110 210 330 438 12.00 noon 558 658 773 933 Fuel used for starting and banking overnight=100 lbs. No. of TRIAL, 32. TABLE XLVI. OBSERVATIONS OF POWER OF ENGINE. DATE, Nov. 14, 1911. Brake Time. Volts. Amps. horse-power of engine. 8.00 a. m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 222 36 - 1 8.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 272 44.1 9.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 282 48. 3 9.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 - 5 272 45.8 10.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 277 47.5 10.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 272 46.6 11:00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 272 46.2 11.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 - 5 267 45.4 12.00 noon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 292 47. 9 12.30 p.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 292 47.0 1.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.5 292 46.5 1.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 282 46.5 2.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 292 4%). 2 2.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ." 110 - 5 282 47.5 3.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 287 47.4 3.30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 275 46.3 4.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 277 46.9 127 TABLE XLVII. OBSERVATIONS OF TEMPERATURES AND PRESSURES. No. OF TRIAL, 32. DATE, Nov. 14, 1911. O Suction in gas mains. Temperatures of gas. *F. Millimetres of water. Time. Final gas Leaving | Final gas Leaving | Leaving | Leaving | Leaving leaving upper Zone leaving coke tar dry No. 1 exit. of producer. No.2 exit. producer. scrubber. filter. scrubber. 8.00. a. m. . . . . . . . . 410 320 690 10 : 80 200 210 8.30. “ . . . . . . . . 490 320 (380 12 90 220 230 9.00. “ . . . . . . . . 5S0. 260 700 15 105 230 240 9.30. “ . . . . . . . . 640 270 680 15 115 205 215 10.00. “ . . . . . . . . 600 220 680 14 270 470 500 10.30. “ . . . . . . . . 640 220 730 12 125 215 245 11.00. noon. . . . . . . . . 640 220 740 15 130 215 235 11.30. p. m. . . . . . . . . 650 220 700 15 130 225 255 12.00. “ . . . . . . . . 660 255 700 12 145 270 282 12.30. “ . . . . . . . . 700 255 780 15 145 265 290 1.00. “ . . . . . . . . 720 255 750 15 150 290 300 1.30. “ . . . . . . . . | 715 270 755 15 145 255 285 2.00. “ . . . . . . . . 700 280 820 15 145 245 260 2.30. “ . . . . . . . . 720 270 780 15 135 260 265 3.00. “ . . . . . . . . 710 270 860 15 125 240 245 3.30. “ . . . . . . . . 720 280 890 15 125 240 245 4.00. “ . . . . . . . . 740 280 900 14 140 225 255 * TABLE XLVIII. IREPORT OF GAS ANALYSIS Nov. 14, 1911. TRIAL No. 32. CALORIFIC PER CENT BY VOLUME. VALUE. B.T. U. Source No. Time PER CUb. FT. of l of of ſ] Sample. Sample. | Sampling. * - * Inflam- - i. Oxygen. Ethylene. º:ºte Methane. Hydrºn'Nitrogen. mable Gross. Net. ºf & & * gå.S. ** * | Tar washer. . . . . . . . . . . . . 1 9.40 a.m. 6.8 0.3 0.2 24.6 1.3 9.8 57.0 35.9 127 120 “ . . . . . . . . . . . . . . 3 11 .45 “ 6.3 0.2 0.1 24.7 2.8 7. 9 58.0 35. 5 134 127 P-1 Stand-pipe * * * * * * * * * * * * * * 2 10.00 “ 9.0 7. 9 0.6 10.5 2.0 4.4 65.6 17. 5 77 73 } “ . . . . . . . . . . . . . . 4 Noon. . . . . . . 11. 7 3.7 0.9 12.3 3.4 5.1 62.9 21.7 104. 97 “ . . . . . . . . . . . . . . 5 3.35 p.m. 11. 6 3.2 0.8 16.5 3.5 7. 6 56.8 28.4 125 117 129 OBSERVATIONS No. OF TRIAL, 33. TABLE XLIX, OF FUEL CHARGED TO PRODUCER D URING TRIAL. DATE, Nov. 16, 1911. -–s Time of w * - Total Time of charging. Gross, Lbs. Tare, Lbs. Net, Lbs. charged, Lbs. Y. poking. 10.00 a.m. . . . . . . . . . . . . 92 2 90 | 90 11.00 “ . . . . . . . . . . . . 102 2 100 190 12.00 noon . . . . . . . . . . . . 100 2 98 288 1.00 p.m. . . . . . . . . . . . . . 102 2 100 388 1.00 p.m. 2.00 “ . . . . . . . . . . . . 112 2 110 498 3.00 “ . . . . . . . . . . . . 122 2 120 618 3.30 p.m. 4.00 “ . . . . . . . . . . . . 122 2 120 73S 4, 50 “ 5.00 “ . . . . . . . . . . . . 102 2 100 838 Fuel used for starting and banking, 200 lbs. TABLE L. OBSERVATIONS OF FOWER OF ENGINE. No. OF TRIAL, 33. DATE, Nov. 16, 1911. Brake Time. Volts. Amperes. [horse-power. of engine. 9.00 a.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119.5 232 42-3 9.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 283 45.7 10.05 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 272 46.0 10.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 262 44.3 11.05 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 281 47. 1 11.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 267 44.1 12.05 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 t 284 46. 1 12.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 280 46. 1 1.05 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 i 282 46.2 1.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 | 287 46.6 2.05 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 292 47.9 2.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 297 48.6 3.05 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.5 284 44-4 3.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 289 49.2 4.05 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 - 0 281 43.3 4.35 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 277 45.4 130 TABLE LI. OBSERVATIONS OF TEMPERATURES AND No. OF TRIAL, 33. PRESSURES. DATE, Nov. 16, 1911. o Suction in gas mains. Temperatures of gas. *F. Millimetres of water. Time. Final gas Leaving Final gas | Leaving | Leaving. | Leaving | Leaving. leaving upper ZOne leaving coke tar dry No. 1 exit. of producer. No. 3 exit. producer. scrubber. filter. scrubber. 9.10 a.m.. . . . . 220 300 400 10 200 280 300 9.40 “ . . . . . 460 290 690 10 200 270 280 10.10 “ 520 270 710 12 140 215 240 10.40 “ . . . . . 550 260 680 10 140 210 220 11.10 “ . . . . . 590 250 770 11 154 229 245 11.40 “ . . . . . 640 240 780 10 185 245 265 12.10 p.m. . . . . 660 240 790 12 185 235 260 12.40 “ . . . . . 660 240 820 13 170 235 270 1.10 “ . . . . . 680 250 800 14 165 230 260 1.40 “ 660 240 750 14 170 260 275 2.10 “ . . . . . 650 250 780 13 175 265- 275 2.40 “ . . . . . 640 250 720 14 180 260 270 3.10 “ . . . . . 620 240 790 11 305 320 405 3.40 “ . . . . . 610 240 840 15 295 320 420 4.10 “ 610 240 850 10 185 290 300 4.40 “ 640 240 840 15 195 275 300 : TABLE LII. REPORT OF GAS ANALYSIS. TRIAL No. 33. Nov. 13, 1911. CALORIFIC PER CENT BY VOLUME. VALUE. B. T. U. Source No. Time - PER CUb. FT. of of of. -- Sample. Sample Sampling. ; Oxygen. Ethylene. ºe. Methane. Hydrogen|Nitrogen. * Gross. Net. Tar washer... . . . . . . . . . . . 1 10.15 a.m.. 5. 6 0.3 0. 5 25.8 1.6 9.5 56.7 37.4 137 130 “ . . . . . . . . . . . . . . 3 11.55 a.m.. 6.4 0.1 0.4 26.1 2.2 9.0 55.8 37.7 141 134 “ . . . . . . . . . . . . . . 5 3.15 p.m.. 5.7 0.2 0.4 26.9 2.0 8.8 56.0 38. 1 141 134 Stand-pipe. . . . . . . . . . . . . . 2 10.20 p.m.. 9.8 6.3 0.6 12. 1 2.4 5.2 63.6 20.3 89 83 “ . . . . . . . . . . . . . . 4 Noon... . . . . 12.9 0.6 0.9 18.0 4.1 7.3 56.2 30.3 137 128 “ . . . . . . . . . . . . . . 6 3.20 p.m. 14-2 0.3 0.9 16.8 3.9 6.6 57.3 28.2 128 120 “ . . . . . . . . . . . . . . 7 4, 30 “ 15-6 |. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 TABLE LIII. OBSERVATIONS OF FIUEL CHARGED TO PRODUCER D URING TRIAL. No. of TRIAL, 34. DATE, Nov. 17, 1911. Time of * Total Time of charging. Gross, Lbs.| Tare, Lbs. Net, Lbs. charged, lbs. poking. 10.15 a.m... . . . . . . . . . . . 102 2 100 100 11.15 “ . . . . . . . . . . . . 132 2 130 230 12.40 “ . . . . . . . . . . . . 120 2 118 348 12.30 p.m. 1.35 “ . . . . . . . . . . . . 102 2 100 448 2.30 “ . . . . . . . . . . . . 102 2 100 548 3.25 “ . . . . . . . . . . . . 102 2 100 648 4.00 p.m. 4.20 “ . . . . . . . . . . . . 112 2 110 - 750 5.05 “ 5.15 “ . . . . . . . . . . . . 112 2 110 686 | TABLE LIV. OBSERVATIONS OF POWER OF ENGINE, No. OF TRIAL, 34. DATE, Nov. 17, 1911. Brake Time. Volts. Amps. horse-power of engine. 9.20 a.m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115.5 182 32.1 9.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.5 256 42.7 10.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111. 5 277 47. 1 10.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 265 45 - 1 11.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 267 43.3 11.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 293 48.0 12.20 p.m.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 290 46.6 12.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 . 297 47.5 1.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 297 48.2 1.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 272 44.1 2.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 272 46.6 2.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 262 44.9 3.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 257 43.3 3.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.5 272 45.0 4.20 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.5 312 48.7 4.50 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 29 48.2 133 TABLE LV. OBSERVATIONS OF TEMPERATURES AND PRESSURES. . No. of TRIAL, 34. Date, Nov. 17, 1911. o Suction in gas mains. Temperatures of gas. *F. Millimetres of water. Time. • * * | Final gas Leaving Final gas Leaving Leaving Leaving | Leaving leaving upper zone leaving coke tar dry No. 1 exit. of producer | No. 2 exit. producer. scrubber filter | scrubber. 9.25 a.m... . . . . 405 300 700 12 368 497 507 9. 55 “ . . . . . 540 280 750 10 287 320 330 10.25 “ . . . . . 570 260 780 11 230 320 340 10. 55 “ . . . . . 580 240 830 11 245 340 350 11.25 “ . . . . . 635 230 880 13 305 400 410 11.25 “ . . . . . 640 230 840 12 305 400 405 12.25 p.m... . . . . 650 230 870 12 305 415 425 12.55 “ . . . . . 655 240 855 12 305 400 410 1.25 “ . . . . . 610 240 S20 12 260 340 345 1.55 “ . . . . . 660 240 840 12 260 330 340 2.25 “ . . . . . 660 240 830 15 240 310 320 2.55 “ . . . . . 610 240 830 12 240 310 320 3.25 “ 620 270 820 14 252 310 350 3, 55 “ . . . . . 630 270 850 13 255 330 350 4.25 “ . . . . . 570 270 800 17 290 405 430 4.55 “ . . . . . 580 260 780 15 320 419 445. 21256—10% : TABLE LVI. REPORT OF GAS ANALYSIS TRIAL No. 34. Nov. 17, 1911. - CALORIFIC PER CENT BY VOLUME. VALUE. B.T. U. Source No. Time PER CUB. F.T. #. #. º fl *—º-º-º-º: Sample. Sample Sampling. * * t Inflam- ; Oxygen. |Ethylene. º Methane. Hydrogen|Nitrogen. mable Gross. Net. & * gå.S. From tar washer. . . . . . . . . . . . 2 11.20 a.m. 4.6 0.6 0.1 26.9 1.9 7.6 58.3 36.5 131 125 “ . . . . . . . . . . . 4 2.20 p.m. 5.1 0.3 0.3 26.9 2.2 7, 1 58. 1 36.5 136 130 Stand-pipe. . . . . . . . . . . 1 9.55 a.m. 10. 9 3.7 0.9 16, 7 3.3 6.6 57. 9 27.5 122 114 “ . . . . . . . . . . . 3 11.25 “ 9.2 9.3 0. 5 7.2 2. 6 3.2 68.0 13.5 67 63 “ . . . . . . . . . . . 5 2.40 p.m. 13.2 1.3 0.9 17.0 4. 1 6.8 56.7 28.8 132 123 “ . . . . . . . . . . . 6 4.20 “ 17.0 2.8 0.7 5.4 2.5 2.0 69.6 10.6 . 60 56 135 TABLE I/VII. OBSERVATIONS OF FUEL CHARGED TO PRODUCER D'URING TRIAL. T)ATE, Nov. 23, 1911. No. OF TRIAL, 35. g * Total Ti Time of charging. Gross, Lbs.| Tare, Lbs. Net, Lbs, char#. Tibs. of iºns. | | $ | 10.00 a.m. . . . . . . . . . . . . 102 2 100 100 11.00 “ . . . . . . . . . . . . 105 2 103 203 11.00 a.m 12.00 noon. . . . . . . . . . . . . 107 2 105 308 | 1.00 p.m... . . . . . . . . . . . 112 2 110 418 3.00 p.m. 2.00 “ . . . . . . . . . . . . 100 2 98 516 3.00 “ . . . . . . . . . . . . 110 2 10S 624 4.00 “ . . . . . . . . . . . . 110 2 108 732 5.00 “ . . . . . . . . . . . . 127 2 125 857 Fuel used for starting and banking overnight=130 lbs. TABLE LVIII. No. OF TRIAL, 35. DATE, Nov. 23, 1911. Brake Time. Volts. Amps. horse-power of engine. ſ 9.00 a.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120.5 172 31.6 9.30 “ . . . . . . . . . . . . . . . ... • * * * * * * * * * * * * * * * * * * * 110 280 47- 0 10.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 278 º 45 - 2 10:30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 277 46.7 11.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 280 47.2 11.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.5 272 45.4 12.00 nºon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & T15.5 274 48.2 12.30 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 280 48 - 7 1.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 272 46.7 1:30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 - 5 272 i 47 - 5 2.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ł 110.5 272 : 45.8 2.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ! 113 - 5 272 ! 47 - 1 3.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 114 - 5 264 46-1 3.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 291 47.7 4.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 109.5 27S 46.5 4.30 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10%). 5 281 46.9 5.00 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l 108.5 284 47 - 0 136 TABLE LIX. QBSEByATIONS, OF TEMPERATURES AND PRESSURES. No. of TRIAL, 35. DATE, Nov. 23, 1911. Suction in gas mains. Temperatures of gas. *F. * * * * • 1 ". . . . . . . • * - - - Millimetres of water. - --- Time. - Final gas Leaving | Final gas Leaving | Leaving | Leaving |Leaving leaving upper zone leaving coke tar dry ! ! No. 1 exit. of producer.|No.2 exit. producer. Scrubber. filter. scrubber. 9.20 a.m. ... . . . . 300 330 | 555 14 255 420 430 9.50; “ . . . . . . . 370 300 590 15 265 450 460 10.20 “ . . . . . . 440 310 670 18 295 510 520 10.50 ... “ . . . . . . 460 310 700 22 295 415 425 11.20 “ . . . . . . 490 310 720 21 265 370 380 11.50. “ 520 300 700 22 290 430 440 12.20 p.m. . . . . . . 540 255 730 22 285 420 430 12.50 ', “ . . . . . . 540 230 740 18 260 320 325 1.20 “ . . . . . . 590 250 750 18 260 320 330 1.50 “ . . . . . . 620 270 780 17 250 325 330 2, 20 “ . . . . . . 610 270 800 17 245 320 365 2.50". “ . . . . . . 580 245 800 18 175 250 270 3.20 T. “ . . . . . . 580 230 820 18 170 245 265 3. 50 “ . . . . . . 590 220 840 20 109 185 220 4.20 “ . . . . . . 590 210 840 16 105 200 215 4.50% “ . . . . . . 590 210 S40 18 70 165 190 § TRIAL No. 35. TABLE LX. REPORT OF GAS ANALYSIS. Date, Nov. 28, 1911. CALORIFIC ', PER CENT BY VolumE. VALUE. B.T. U. Sourco No. Time f PER CUB. F.T. of * º º Infl Remarks. Sample. | Sample. | Sampling. | } • * * *** Il Ila,II) – i. Oxygen. * ºil. Methane. Hydrogen Nitrogen.] mable Gross. Net. º & g gå.S. After tar 1 10.35 a.m. 9.8 0. 5 0.4 20.3 2.0 9.9 57.1 32. 6 123 116 |% gauge open- was 'her. ... • ings. & & 3 * 3.45 p.m. (5.8 0.3 0-2 24.5 1.9 7.8 58.5 *34.4 126 120 ||Full gauge openings. Stand-pire 2 10.40 a.m. | 11.6 0.7 0.9 20.4 3.2 9.7 53.5 34-2 143 134 |}% gauge open- | | 1ſlgS. {{ 4 3.45 p.m. 15.0 0.3 0.9 16.3 3.9 7. 4 56.2 28.5 129 121 "|Fuji gauge openings. 138 TABLE LXI. OBSERVATIONS OF FUEL CHARGED TO PRODUCER DURING TRIAL No. OF TRIAL, 36. - . DATE, Nov. 24, 1911. Time of S. w - Total Time of charging. Gross, Lbs. Tare, Lbs. Net. Lbs. charged, Lbs. poking. 10.00 a.m. . . . . . . . . . . . . 102 2 100 - 100 10.30 a.m. 11.00 “ . . . . . . . . . . . . 117 2 g 115 215 11.00 “ 12.00 noon. . . . . . . . . . . . . 120 2 118 333 1.00 p.m. . . . . . . . . . . . . 112 2 110 443 1.10 p.m. 2.00 “ . . . . . . . . . . . . 163 3 160 - 603 2.00 “ 3.00 “ . . . . . . . . . . . . 102 2 100 703 4.00 “ . . . . . . . . . . . . 133 3 130 833 5.00 “ . . . . . . . . . . . . 128 3 125 958 TABLE LXII. OBSERVATIONS OF POWER OF ENGINE. TRIAL No. 36. DATE, Nov. 6, 1911. Brake Time. Volts. Amps. horse-power of engine. 9.15 a.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 261 42-4 9.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100.5 272 41 - 7 10. 15 “ . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * 106.5 267 43.4 10.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 287 47 - 1 11.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • 107.5 288 47.2 11:45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 287 47.1 12.15 p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107.5 282 46.3 12.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 2S1 45.6 1.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 272 46.7 1.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 267 45.8 2.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.5 283 45.8 2.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.5 267 45.8 3.15 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 264 44.9 3.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 270 45.9 4.15 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.5 287 4S. S 4.45 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 111. 5 286 48.6 i 139 No. of TRIAL, 36. TABLE LXIII. OBSERVATIONS OF TEMPERATURES AND PRESSURES. DATE, Nov. 24, 1911. Time. Temperatures of gas, ‘’F. Suction in gas mains. Millimetres of water. Final gas Leaving Final gas Leaving Leaving Leavin | Leaving leaving upper ZOne leavin coke tar dry No. 1 exit. of producer. No. 2 exiſt. producer. scrubber. filter. scrubber. 9.20 a.m. 400 240 630 12 220 460 500 9.50 “ 480 230 720 15 255 420 450 10, 20 “ 495 240 770 18 265 392 410 10.50 “ 490 240 760 18 240 390 420 11.20 “ 500 240 790 19 225 425 445 11.50 “ 520 230 830 18 265 432 475 12.20 p.m. 540 230 860 18 245 430 450 12.50 “ 570 230 880 19 255 483 500 1.20 “ 530 230 840 19 280 490 500 1.50 “ 510 230 870 17 255 430 440 2.20 “ 480 230 860 19 255 440 450 2.50 “ 480 230 910 19 265 460 470 3.20 “ 530 230 930 19 250 420 435 3. 50 “ 490 220 820 19 265 460 470 4.20 “ 490 22 840 19 285 456 490 4.50 “ 500 230 850 19 270 500 *-*. £ TABLE LXIV. REPORT OF GAS ANALYSIS. TRIAL No. 36. Nov. 24, 1911. CALORIFIC PER CENT BY VOLUME. VALUE. B.T.U. Source No. Time PER CUB. F.T. * of of -gº- Infl Sample. Sample Sampling. "r, v. | * Ill 12,IIl- i. Oxygen. Bayºne ºl. Methane. Hydrogen|Nitrogen. mable Gross. Net. * 4%. A. W. L." -: * gaS. -- After tar washer. . . . . . . 1 10.25 a.m. || 7-1 0. 5 0.2 24.0 2.7 7.9 57.6 34.8 132 125 “ . . . . . . 3 11.50 “ 5.8 0.9 0. 5 24. 1 2.7 8.2 57.8 35. 5 139 131 “ . . . . . . 5 3.10 p.m. 6.6 0.7 0.6 25.2 3.3 6.4 57.2 35. 5 144 137 From stand-pipe... . . . . . . 2 10.30 a.m. 14.6 1 - 1 1.1 15. 6 3.8 6.7 57.1 27.2 127 119 “ . . . . . . . . 4 2.00 p.m. 15. 7 0.1 1. 0 16.5 4.2 7. 1 55.4 28.8 134 125 “ . . . . . . . . 6 3.15 “ 15.5 0.1 0.8 15.9 3.8 6.7 57.2 27.2 123 115 141 CANADA D E P A R T M E N T OF MIN E S MINES BRANCH HoN. Robert RogFRs, MINISTER; A. P. Low, LL.D., DEPUTY MINI ER: EUGENE HAANEL, PH.D., DIRECTOR. REPORTS AND MAPS OF ECONOMIC INTEREST PUBLISHED BY THE MINES ERANCH REPORTS. 1. Mining Conditions of the Klondike, Yukon. Report on—by Eugene Haanel, Ph.D., 1902 . Great Fº at Frank, Alta. Report on—by R. G. McConnell and R. W. Brock, M.A., 1903. 3. Investigation of the different electro-thermic processes for the smelting of iron ores, and the making of steel, in operation in Europe. Report of Special Commission —by Eugene Haanel, Ph.D., 1904. (Out of print.) 4. Rapport de la Commission nommée pour étudier les divers procédés électro-thermiques pour la réduction des minerais de fer et la fabrication de l'acier employés en Europe. (French Edition), 1905. (Out of print). - 5. On the location and examination of magnetic ore deposits by magnetometric measure- ments. Eugene Haanel, Ph.D., 1904. - 7. Limestones, and the Lime Industry of Manitoba. Preliminary Report on—by J. W. Wells, 1905. (Out of print.) * : * * - • , - 8. Clays and Shales of Manitoba; their Industrial Value. Preliminary Report on—by J. W. Wells, 1905. (Out of print). 9. Hydraulic Cements (Raw Materials) in Manitoba; Manufacture and Uses of. Pre- liminary Report on—by J. W. Wells, 1905. . 10. Mica: Its Occurrence, Exploitation, and Uses—by Fritz Cirkel, M.E., 1905. (Out of print: see No. 118.) 11. Asbestos: Its Occurrence, Exploitation, and Uses—by Fritz Cirkel, M.E., 1905. (Out of print: see No. 69). * - 12. Zinc Resources of British Columbia and the Conditions affecting their Exploitation. Report of the Commission appointed to investigate—by W. R. Ingalls, 1905. (Out of print.) . 16.” Experiments made at Sault Ste. Marie, under Government auspices, in the smelting of Canadian iron ores by the electro-thermic process. Final Report on—by Eugene Haanel, Ph.D., 1907. - 17. Mines of the Silver-Cobalt Ores of the Cobalt district: Their Present and Prospective Output. Report on—by Eugene Haanel, Ph.D., 1907. . 18. Graphite: Its Properties, Occurrence, Refining, and Uses—by Fritz Cirkel, M.E., 1907. 19. Peat and Lignite: Their Manufacture and Uses in Europe—by Erik Nystrom, M.E., 1908. (Out of print.) 20. Iron Ore Deposits of Nova Scotia. Report on (Part I)—by Dr. J. E. Woodman. 21. Summary Report of Mines Branch, 1907-8. 22. Iron #. Pºitº of Thunder Bay and Rainy River districts. Report on—by F. ille, M.E. . - 23. Iron Ore Deposits, along the Ottawa (Quebec side) and Gatineau rivers. Report on —by Fritz Cirkel, M.E. *--- 24. General Report on the Mining and Metallurgical Industries of Canada, 1907-8. 25. The Tungsten Ores of Canada. Report on—by Dr. T. L. Walker. e 26. The Mineral Production of Canada, 1906. Annual Report on—by John McLeish, B.A. 27. The ¥ºral Production of Canada, 1908. Preliminary Report on—by John McLeish, A --- 2 28. Summary Report of Mines Branch, 1908. *A few copies of the Preliminary Report 1906, are still available. 142 29. 30. 31. 32. 43. 44. 45. 46. 47. 55. 58. 59. 62. 67. 68. 69. 71. 79. 80. 82. 83. 84. 85. 88. 89. 90. 92. 93. 102 Chrome Iron Ore Deposits of the Eastern Townships. Monograph on—by Fritz Cirkel, M.E. (Supplementary Section: Experiments with Chromite at McGill Univer- sity—by Dr. J. B. Porter). - Investigation of the Peat Bogs and Peat Fuel Industry of Canada, 1908. Bulletin No. 1—by Erik Nystrom, M.E., and A. Anrep, Peat Expert. Production of Cement in Canada, 1908. Bulletin on—by John McLeish, B.A. invºn of Electric Shaft Furnace, Sweden. Report on—by Eugene Haanel, l. L. . Production of Iron and Steel in Canada during the calendar years 1907 and 1908. Bulletin on—by John McLeish, B.A. Production of Chromite in Canada during the calendar years 1907 and 1908. Bulletin on—by John McLeish, B.A. - Production of Asbestos in Canada during the calendar years 1907 and 1908. Bulletin on—by John McLeish, B.A. Production of Coal, Coke, and Peat in Canada during the calendar years 1907 and 1908. Bulletin on—by John McLeish, B.A. Production of Natural Gas and Petroleum in Canada during the calendar years 1907 and 1908. Bulletin on—by John McLeish, B.A. Iron ºDeposits of Vancouver and Texada islands. Report on—by Einar Lindeman, M.E. . Report on the Bituminous, or Oil-shales of New Brunswick and Nova Scotia; also on the Oil-shale Industry of Scotland—by Dr. R. W. Ells. The Mineral Production of Canada, 1907 and 1908. Annual Report on—by John McLeish, B.A. Chemical Analyses of Special Economic Importance made in the Laboratories of the Department of Mines, 1906-7-8. Report on—by F. G. Wait, M.A., F.C.S. (With Appendix on the Commercial Methods and Apparatus for the Analysis of Oil- shales—by H. A. Leverin, Ch.B.) Mineral Production of Canada, 1909. Preliminary Report on—by John McLeish, B.A. . Summary Report of Mines Branch, 1909. Iron Ore Deposits of the Bristol Mine, Pontiac county, Quebec. Bulletin No. 2—by Einar Lindeman, M.E., and Geo. C. Mackenzie, B.Sc. Schedule of Charges for Chemical Analysis and Assays. Recent Advances in the Construction of Electric Furnaces for the Production of Pig Iron, Steel, and Zinc. Bulletin No. 3—by Dr. Eugene Haanel. (Out of print.) Chrysotile-Asbestos: Its Occurrence, Exploitation, Milling, and Uses. Report on— by Fritz Cirkel, M.E. (Second Edition, enlarged). - Investigation of the Peat Bogs, and Peat Industry of Canada, 1909–10; to which is appended Mr. Alf. Larson's Paper on Dr. M. Ekenberg's Wet-Carbonizing Pro- cess: from Teknisk Tidskrift, No. 12, December 26, 1908—translation by Mr. A. Anrep, Jr.; also a translation of Lieut. Ekelund's Pamphlet entitled ‘A Solu- tion of the Peat Problem,’ 1909, describing the Ekelund Process for the Manu- facture of Peat Powder, by Harold. A. Leverin, Ch.E. Bulletin No. 4—by A. Anrep, Peat Expert. (Second Edition, enlarged). (Out of print.) Production of Iron and Steel in Canada during the calendar year 1909. Bulletin on— by John McLeish, B.A. - Production of Coal and Coke in Canada during the calendar year 1909. Bulletin on— by John McLeish, B.A. Magnetic Concentration Experiments. Bulletin No. 5—by Geo. C. Mackenzie. An investigation of the Coals of Canada with reference to their Economic Qualities: as conducted at McGill University under the authority of the Dominion Govern- . Report On—by J. B. Porter, E.M., D.Sc., R. J. Durley, Ma.E., and Others— Vol. I–Coal Washing and Coking Tests. Vol. II—Boiler and Gas Producer Tests. Gypsum Deposits of the Maritime Provinces of Canada—including the Magdalen islands. Report on—by W. F. Jennison, M.E. (Out of print.) Production of Cement, Lime, Clay Products, Stone, and other Structural Materials during the calendar year 1909. Bulletin on—by John McLeish, B.A. The Mineral Production of Canada, 1909. Annual Report on—by John McLeish, B.A. Reprint of Presidential address delivered before the American Peat Society at Ottawa, July 25, 1910. By Eugene Haanel, Ph.D. - . Proceedings of Conference on Explosives. Investigation of the Explosives Industry in the Dominion of Canada, 1910. Report on—by Capt. Arthur Desborough. (Second Edition). Molybdenum, Ores of Canada. Report on—by Dr. T. L. Walker. Miº production of Canada, 1910. Préliminary Report on—by John McLeish, 103. Mines Branch Summary Report, 1910. (Out of print.) 143 104. Catalogue of Publications of Mines Branch, from 1902 to 1911; containing Tables of Contents and Lists of Maps, etc. 110. Western Portion of Torbrook Iron Ore Deposits, Annapolis county, N.S. Bulletin No. 7—by Howells Fréchette, M.Sc. 111. Diamond Drilling at Point Mamainse, Ont. Bulletin No. 6—by A. C. Lane, Ph.D. with Introductory by A. W. G. Wilson, Ph.D. 114. Production of Cement, Lime, Clay Products, Stone, and other Structural Materials in Canada, 1910. Bulletin on—by John McLeish, B.A. 115. Production of Iron and Steel in Canada during the calendar year 1910. Bulletin on - —by John McLeish, B.A. 116. Production of Coal and Coke in Canada during the calendar year 1910. Bulletin on —by John McLeish, B.A. 117. General Summary of the Mineral Production in Canada during the calendar year 1910. Bulletin on—by John McLeish, B.A. 118. Mica: Its Occurrence, Exploitation, and Uses. Report on—by Hugh S. de Schmid, M.E. (Second edition.) - 143. The Mineral Production of Canada, 1910. Annual Report on—by John McLeish, A 150. The Mineral Production of Canada, 1911. Preliminary Report on—by John McLeish. 154. The Utilization of Peat Fuel for the Production of Power: being a record of experiments conducted at the Fuel Testing Station, Ottawa, 1910–11. Report on—by B. F. Haanel, B.Sc. Note:–Lists of manufacturers of clay products, Stone quarry operators, and operators of limekilns, are prepared annually by the Division of Mineral Resources and Statistics, and copies may be had on application. IN TEIE PRESS. 81. French Translation: Chrysotile-Asbestos, Its Occurrence, Exploitation, Milling, and Uses. Report on—by Fritz Cirkel. & 83. An Investigation of the Coals of Canada, with reference to their Economic Qualities: as conducted at McGill University under the authority of the Dominion Govern- ment. Report on—by J. B. Porter, E.M., D.Sc., R. J. Durley, Ma.E., and others.- Vol. III— Appendix I Coal Washing Tests and Diagrams, by J. B. Porter. Vol. IV— Appendix II Boiler Tests and Diagrams, by R. J. Durley. Vol. V- Appendix III Producer Tests and Diagrams, by R. J. Durley. Vol. VI— Appendix IV Coking Tests, by Edgar Stansfield and J. B. Porter. Appendix V Chemical Tests, by Edgar Stansfield. 100. Theºding and Ornamental Stones of Canada. Report on—by Professor W. A. &T.R.S. - 142. Summary Report of Mines Branch, 1911. - t 145. Magnetic Iron Sands of Natashkwan, Saguenay, Que. Report on—by G. C. Mackenzie. 151. Investigation of the Peat Bogs and Peat Industry of Canada, 1910-11. Bulletin No. 8—A. Anrep, Jr. 156. Fºlºnelation: The Tungsten Ores of Canada. Report on—by Dr. T. L. a LRCGI’. 167. Pyrites in Canada: Its Occurrence, Exploitation, Dressing, and Uses. Report on —by Dr. A. W. G. Wilson. 170. The Nickel Industry: with special reference to the Sudbury region, Ont. Report on—by Prof. A. P. Coleman. 180. Investigation of the Peat Bogs and Peat Industry of Canada, 1910–1911. Bulletin No. 8—by A. Anrep, Jr. 181. Production of Cement, Lime, Clay Products, Stone, and other Structural Materials in Canada during the calendar year 1911. Bulletin on—by John McLeish. 182. Production of Iron and Steel in Canada during the calendar year 1911. Bulletin on—by John McLeish. 183. General Summary of the Mineral Production in Canada during the calendar year 1911. Bulletin on—by John McLeish. 144 91. 36. 37. 38. 39. 40. 41. 48. 49. 50. 3. Iron Mines, Texada island, B.C.—by E. H. Shepherd, C.E. 52. IN PREPARATION. Coal and Coal Mining in Nova Scotia. Report on—by J. G. S. Hudson. MAPS. e Magnetometic Survey, Vertical Intensity: Calabogie mine, Bagot township, Renfrew 13. 14. 15. 33. 34. 35. county, Ontario—by E. Nystrom, M.E., 1904. Magnetometric Survey of the Belmont Iron Mines, Belmont township, Peterborough county, Ontario—by B. F. Haanel, B.Sc., 1905. Magnetometric Survey of the Wilbur mine, Lavant township, Lanark county, Ontario —by B. F. Haanel, B.Sc., 1905. - Magnetometric Survey, Vertical Intensity: Iron Ore Deposits at Austin brook, Bathurst township, Gloucester county, N.B.-by E. Lindeman, M.E., 1906. Magnetometric Survey, Vertical Intensity: Lot 1, Concession VI, Mayo township, Hastings county, Ontario—by Howells Fréchette, M.Sc., 1909. - Magnetometric Survey, Vertical Intensity: Lots 2 and 3, Concession VI, Mayo township, Hastings county, Ontario—by Howells Fréchette, M.Sc., 1909. Magnetometric Survey, Vertical Intensity: Lots 10, 11, and 12, Concession IX, and Lots 11 and 12, Concession VIII, Mayo township, Hastings county, Ontario— by Howells Fréchette, M.Sc., 1909. Survey of Mer Bleue Peat Bog, Gloucester township, Carleton county, and Cumber- land township, Russell county, Ontario—by Erik Nystrom, M.E., and A. Anrep, Peat Expert. Survey of Alfred Peat Bog, Alfred and Caledonia townships, Prescott county, Ontario —by Erik Nystrom, and A. Anrep, Peat Expert. Survey of Welland Peat Bog, Wainfleet and Humberstone townships, Welland county, Ontario—by Erik Nystrom, M.E., and A. Anrep, Peat Expert. Survey of Newington Peat Bog, Osnabrook, Roxborough and Cornwall townships, Stormont county, Ontario—by Erik Nystrom, M.E., and A. Anrep, Peat Expert. Survey of Perth Peat Bog, Drummond township, Lanark county, Ontario—by Erik Nystrom, M.E., and A. Anrep, Peat Expert. Survey of Victoria Road Peat Bog, Bexley and Carden townships, Victoria county, Ontario—by Erik Nystrom, M.E., and A. Anrep, Peat Expert. Magnetometric Map of Iron Crown claim at Klaanch river, Vancouver island, B.C. —by Einar Lindeman, M.E. A. Magnetometric Map of Western Steel Iron claim, at Sechart, Vancouver island, B.C. —by Einar Lindeman, M.E. Vancouver island, B.C.—by Einar Lindeman, M.E. Sketch Map of Bog Iron Ore Deposits, West Arm, Quatsino Sound, Vancouver island, B.C.—by L. Frank. - . Iron Ore Occurrences, Ottawa and Pontiac counties, Quebec, 1908—by J. White, and Fritz Cirkel, M.E. . Iron Ore Occurrences, Argenteuil county, Quebec, 1908—by Fritz. Cirkel, M.E. . The Productive Chrome Iron Ore District of Quebec—by Fritz Cirkel, M.E. - . Magnetometric Survey of the Bristol mine, Pontiac county, Quebec—by Einar Lindeman, M.E. - Topºphical Map of Bristol mine, Pontiac county, Quebec—by Einar Lindeman, |VI. E. . Index Map of Nova Scotia: Gypsum—by W. F. Jennison, M.E. . Index Map of New Brunswick: Gypsum—by W. F. Jennison, M.E. . Map of Magdalen islands: Gypsum—by W. F. Jennison, M.E. - - - - . Magnetometric Survey of Northwest Arm Iron Range, Lake Temagami, Nipissing district, Ontario—by Einar Lindeman, M.E. . Brunner Peat Bog, Ontario—by A. Anrep, Peat Expert. . ICOmoka Peat Bog, Ontario—by A. Anrep, Peat Expert. . Brockville Peat Bog, Ontario—by A. Anrep, Peat Expert. . Rondeau Peat Bog, Ontario—by A. Anrep, Peat Expert. . Alfred Peat Bog, Ontario—by A. Anrep, Peat Expert. . Alfred Peat Bog, Ontario: Main Ditch profile—by A. Anrep, Peat Expert. . Map of Asbestos Region, Province of Quebec, 1910—by Fritz Cirkel, M.E. - . Map showing general distribution of Serpentine in the Eastern Townships—by Fritz Cirkel, M.E. . Map showing Cobalt, Gowganda, Shiningtree, and Porcupine districts—by L. H. Cole, B.Sc. . General Map of Canada showing Coal Fields. (Accompanying report No. 83–by Dr. J. B. Porter). 145 96. General Map of Coal Fields of Nova Scotia and New Brunswick. (Accompanying Report No. 83—by Dr. J. B. Porter). 97. General Map showing Coal Fields in Alberta, Saskatchewan, and Manitoba. (Ac- companying Report No. 83—by Dr. J. B. Porter). 98. General Map of Coal Fields in British Columbia. (Accompanying Report No. 83— by Dr. J. B. Porter). -> 99. General Map of Coal Field in Yukon Territory, (Accompanying Report No. 83— by Dr. J. B. Porter). - 106. Austin Brook Iron Bearing district, Bathurst township, Gloucester county, N.B.- by E. Lindeman, M.E. 107. Magnetometric Survey, Vertical Intensity: Austin Brook Iron Bearing district—by E. Lindeman, M.E. 108. Index Map showing Iron Bearing Area at Austin Brook—by E. Lindeman, M.E. 109. Sections of Pºmond Drill Holes in Iron Ore Deposits at Austin Brook—by E. Linde- man, M.E. * 112. Sketch plan showing Geology of Point Mamainse, Ont.—by Professor A. C. Lane. 119–137. Mica: Townships Maps, Ontario and Quebec—by Hugh S. de Schmid, M.E. 138. Mica: Showing location of Principal Mines and Occurrences in the Quebec Mica Area —by Hugh S. de Schmid, 139. Mica: Showing location of Principal Mines and Occurrences in the Ontario Mica Area —by Hugh S. de Schmid. 140. Mica: Showing Distribution of the Principal Mica. Occurrences in the Dominion of Canada—by Hugh S. de Schmid. * 141. Torbrook Iron Bearing District, Annapolis county, N.S.—by Howells Fréchette, M.Sc. IN THE PRESS. 113. Holland Peat Bog, Ontario—by A. Anrep, Peat Expert. 146. Distribution of Iron Ore Sands of the Iron Ore Deposits on the North Shore of the River and Gulf of St. Lawrence, Canada—by Geo. C. Mackenzie, B.Sc. 152. Map showing the location of peat bogs investigated in Ontario—by A. Anrep, Jr. 153. Map showing the location of peat bogs investigated in Manitoba–by A. Anrep, Jr. 157. Lac du Bonnet Peat Bog, Ontario—by A. Anrep. 158. Transmission Peat Bog, Manitoba ( { 159. Corduroy Peat Bog, Manitoba { { 160. Boggy Creek Peat Bog, Manitoba { { 161. Rice Lake Peat Bog, Manitoba. { { 162. Mud Lake Peat Pog, Manitoba { { 163. Litter Peat Bog, Manitoba { { 164. Julius Peat Litter Bog, . Manitoba, ( { 165. Fort Francis Peat Bog, Ontario - 166. Magnetometric Map: part of McKim township, Sudbury Nickel district, Ont.— By E. Lindeman. (Accompanying Summary Report, 1911.) 168. Map showing Pyrites mines and prospects in Eastern Canada—by Dr. A. W. G. Wilson. 171. Geological Map of Sudbury Nickel Region, Ont.—by Prof. A. P. Coleman, Ph.D. 172. Geological Map: Victoria Mine—by Prof. A. P. Coleman. ( & 173. ( & Crean Hill Mine—by Prof. A. P. Coleman. 174. ( & “ Creighton Mine—by Prof. A. P. Coleman. 175. ( & “ showing contact of Norite and Laurentian in vicinity of Creighton mine—by Prof. A. P. Coleman. 176. { { “ Copper Cliff Offset—by Prof. A. P. Coleman. 177. ( & “ No. 3 Mine—by Prof. A. P. Coleman. 178. & 4 “ showing vicinity of Stobie and No. 3 Mines—by Prof. A. P. 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