Quote: If this is anything like other "smokeless" coals i have dealt with over the years, it is fairly pricey. Perhaps $220ton lest it is bought by the hopper loads. The best coal I have ever fired is a west virginia product, low sulfur, ultra low ash, HOT burning, quick to catch, no smoke and only about $160 a ton delivered. Only downside, and ultimately the reason it was used for only a weekend, the cinders coming out the stack (only 2mm or so in size) were still glowing as they came down even 2-3 cars back. They were in quantity enough and with sufficient thermal value to burn hats, heads and set about a dozen fires over two days.
With the exception of the fire issues, I hated to see the stuff go.
Jason,
After your incident with the coal causing fires and such, was the netting in the front-end of the locomotive observed for damage and such? In my readings, I happened upon a book by author W.F.M Goss "Locomotive Sparks", which describes the theory and approaches some roads took to preventing cinders of larger size from exiting the stack, while maintaining optimal draft. He goes on to describe how cinders of small enough size don't retain their heat, and are cool to the touch by the time they hit the ground. Goss, mentions one particular road using netting with a .036" wire diameter IIRC. Based on the climate and geography of where certain roads ran, they would adjust the drafting appliances accordingly, specifically the netting and diaphragms to control cinders. I wonder if this was considered in your situation before just ousting the coal in question?
Back to the topic at hand, it's refreshing to see steam on the mainline without diesel assistance. My hat is off to the folks in the mechanical department at TVRM. The 630 is a testament to what proper operation and maintenance can do for the reliability of steam.
Best,
DC
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