New-York tribune., 1878-05-13

few years ago large quantity OF coai
stored in the yard of Brooklyn gas company
was found TO be igniteJ near the centre OF the
| mass, and several days elapsed before it could
be extinguished. Similar fires have occurred
at the Brooklyn, Boston and Norfolk Navy
Yards, and there are many minor instances on
record Of the burning of the coal heaps OF
factories and railroads. Certain impure kinds
of soft coal are more likely to heat spOnta-
neousIy. than others, and it is generally con-
cedcd that those containing the most
of iron pyrites are the most danger
Gus. Hence the report of Lloyd's Saly-
age Association in 1856 recommended %
plan previously advocated by Mr. r. Hunt,
prominent English geologst; this Is to WASH
the coal at the mines by machinery, the cost
of the process being about sixpence per ton.
Authorities are generally agreed on the point
that if coal is wet when it IS slowed
on shipbOard or stored in large quantities, itS
liability to self-heating is greatly increased.
OF course, therefore, if the coal is washed 1t
ought also to be thoroughly dried. An IN
quiIy as to whether the coal that caused the
explosion on the Sardpian was wet or dry
when shipped is of importance in getting at
the cause of the disaster.
On thc question whether the danserE leSscned
by keeping mp ventilation of the coal
on sbi, board, there is still diiicr-
cnce Of authority Lloyd's Association
recommend, though somewhat cautiously,
giving an artificial supply Of air, and
carrying it through the mass OF coal.
It Is admitted that the danger is least
where the fuel is in the largest humps,
and hence can permit the greatest circulation
of air; the Associations rules condemn the
use OF coal that Is " of undue iincness.' But Dr.
Lachmann, in 1870, discussing this subject IN
The Chemical Ncrs, concludes that after the coal
is shipped, all access of air to it should be as
far as possible prevented. In view OF the dan
ger to the crowded steamer Of the Atlantic,
il is wei worth while to take every pracau-
ton aganst fire in the coal; one measure
that has been suggested, and Is enforced on
some of the vessels carrying coal cargocS 10
South America, is TO thrust an iron rod OF
a Thermometer into the mass once every
twelve hours. 1t might be advisable TO have
all coal insDcctcd before 1t is shipped, il Coy
ernncut inspection amounts to anything. Bat a
method which would sweep this kind OF dan
ger ont uf existence, would be to substitute
anthracite for bituminous coal oa our Atlantic
steamships. There are mechanical difficulties
to be overcome in the use Of anthracite with
marine engine, but they are not
serious, nor indeed so great as those
which have been sumounted in adapting loco
motives to burn this fuel. Quite possibly, the
cost of anthracite on shiDb0ard, in proper
ton TO its steam producing qualities, might
bc found little in excess of bituininous
coal. The decrease of the risk Of fire
at sea would probably pay, in in
surance alone, for the difference of
cost. Certainly, if an Atlantic steamship COM
pany wants to win popularity here, it could
take long step in that direction by advertis-
inc that il uses on its vessels 10 soft bin-
miuOus, dangerous fuel.