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By Henry S. Munroe

The plan of organizing a summer class of students of tha Bchool of Mines, for the practical study of mioing and miner's work, rewived at the outset the following cordial indorsement: ...." 1 have thonght over the plan proposed by you of taking the students to the mines during the summer, acd of having them actuaily ttrke part, under the direction of skilled worktnbn, in dl the various kinde of mining work; and of using them as a cerps of engineers to make inside and outside surreys, particularly with a view to the detailed study of the geology of the mine. I have no beitation in saying, that if the students have been previously instructed in the theoretical part of thrir studies, by lectitras and practice during the winter, the plan would be an admirable one. Of courae experience will suggest modiflcations of detail. Frorn the work you have done at our mines this spring, I feel sure that you would be perfectly competent to curry out your plan, and 1 shall gladly aid you in uny wny I can. " Yours, sincerely, The plan of the proposed summer school thus indorsed by Mr. Coxe was adopted by the trustees of Columbia College, and an appropriation of one thousand dollars, or so much thereof ss might be necessary, was voted for the experitneat. A volunteer class of thirteen students was formed, and the first summer school was held at Drifton, in July and August of that year (1877). The following extract, from an editorial notice in the iden of the organization of the school and the work required of the stiudens. "The students, on reporting to Professor Munroe, were divided into sqoade of two or three men each, and on Monday, July 2d, were aesigned to the qre of skilled miners, selected for the purpose by the mine boss, for instruction in gangway work. Half of the students worked in the morning and the other half in the atternoon, one squad at a time with each miner, The times of going and coming to and from work were so arranged that each student spent four to four and a half hours in the mine each day. While in the mine they assisted the miner to load his car, thereby learning readily to distinguish I slate ' and

Jan 1, 1881

By Henry S. Munroe

THE plan of organizing a summer class of students of the School of Mines, for the practical study of mining and miner's work, received at the outset the following cordial indorsement : I have thought over the plan proposed by you of taking the students to the mines during the summer, and of having them actually take part, under the direction of skilled workmen, in all the various kinds of mining work; and of using them as a carps of engineers to make Inside and outside surveys, particularly with a view to the detailed study of the geology of the mine. I have no hesitation in saying, that if the students have been previously instructed in the theoretical part of their studies, by lectures and practice during the winter, the plan would be an admirable one. Of course experience will suggest modifications of detail. From the work you have done at our mines this spring, I feel sure that you would be perfectly competent to carry out your plan, and I shall gladly aid you in any way I can. "Yours, sincerely, T. B. Coxe." The plan of the proposed summer school thus indorsed by Mr. Coxe was adopted by the trustees of Columbia College, and an appropriation of one thousand dollars, or so much thereof as might be necessary, was voted for the experiment. A volunteer class of thirteen students was formed, and the first summer school was held at Drifton, in July and August of that. year (1877). The following extract, from an editorial notice in the Engineering and Mining Journal, of August 11, 1877, will give an idea of the 'organization of the school and the work required of the students. "The students, on reporting to Professor Munroe, were divided into squads of two or three men each, and on Monday, July 2d, were assigned to the Care of skilled miners, selected for the purpose by the mine boss, for instruction in gangway work. Half of the students worked in the morning and the other half in the afternoon, one squad at a time with each miner. The times of going and coming to and from work were so arranged that each student spent four to four and a half hours in the mine each day. While in the mine they assisted the miner to load his car, thereby learning readily to distinguish 'slate ' and

Jan 1, 1881

By C. H. Stein

The Pennsylvania Legislature, on March 13, 1837, passed an act authorizing the Lehigh Coal & Navigation Co. to construct a railway to connect the North Branch Division of the Pennsylvania Canal with the slack water navigation of the Lehigh River; the navigation company accepted this act on May 10, 1837. Edwin A. Douglas, chief engineer for the navigation company, located the route for this railway from White Haven to Wilkes-Barre, which was called the Lehigh & Susquehanna Railroad. The object was to transport coal from the Wyoming Valley, of Pennsylvania, to the Atlantic seaboard. This railway was considered a marvelous piece of engineering, as it included a tunnel nearly 55 mi. long, and a series of inclines, or planes, up which the cars laden with coal were raised from the vicinity of Ashley to the summit of the mountain near Solomon's Gap, whence they were taken to White Haven by rail. There the coal was transferred to canal boats. In June, 1862, floods almost completely destroyed the upper division of the canal, so on March 4, 1863, the Pennsylvania Legislature passed an act prohibiting its restoration, but granted a charter for the construction of a railway from White Haven to Mauch Chunk to connect with the line from White Haven to Wilkes-Barre, previously built. On March 16, 1864, a supplementary act was passed extending the Lehigh & Susquehanna Railroad to Easton, Pa. This completed a direct all-rail route from Wilkes-Barre to the New York harbor (by way of the Central Railroad of New Jersey). Up to this time, all freight and passenger traffic passed over the planes, but in 1866 and 1867 there was constructed what was known as the "back track" down the mountain side between Solomon's Gap and Ashley over which all the passenger traffic and empty cars thereafter passed; it is now known as part of the main line. For the handling of the heavy coal traffic, however, this would have involved a continuous climb from Ashley, 170.27 mi., from New York, to Solomon's Gap, 157.8 mi. from New York, or a distance of 12.47 mi., and a total ascent of 1013.75 ft., composed of grades 95.61, 83, and 51.4 ft. per mi., respectively, and

Jan 1, 1922

By H. J. Modi, P. L. De Bruyn

In recent years interest has been aroused in flotation rate studies both from a technical and a more practical aspect. With increasing fineness of grind becoming a necessity in treatment of low grade ores, differences in flotation rates of various size ranges will assume importance in the evaluation of overall recovery results. Theoretical analysis of flotation kinetics was initiated by Schuhmann, who sought to define flotation rate of a given mineral and specified size range in terms of certain physical variables of the flotation system. Using as a basis for his analysis the bubble- particle encounter hypothesis previously advanced by Gaudin, Schuhmann writes for the rate of flotation (R,) of particles of average size x, [ ]

Apr 1, 1956

By Henning Nielsen

SIX weeks ahead of schedule, the International Nickel Co. of Canada Ltd. has brought a 30-mile rail line into the newly born town of Thompson, Manitoba. Its construction spurs the development of a rich new mining region slated to become the world's second largest nickel-producing area-exceeded only by Inco's Sudbury, Ont., workings. Two mines, the Thompson and the Moak Lake, will be opened to meet International Nickel's scheduled annual production goal of 385 million lb of refined nickel by 1961. Accomplishment of this aim will mean an additional 75 million lb of the metal available to consumers. In addition, stepped-up out- put of Inco's Sudbury holdings may increase this figure by another 25 million lb. (For an earlier report on these developments see MINING ENGINEERING News, January 1957).

Jan 12, 1957

By R. H. Hawkins

An investigation of the applicability of geophyiical methods to northern Ontario lignite deposits was undertaken early in 1930 by the Ontario Research Foundation at the request of the Ontario Department of Mines Pre-Cambrian ... Syenite, granite gnciss, etc. Igneous intrusivcs . Lamprophyre dikes cut the Abitibi River and lover formntions. (Permission of Ontario Dept. of Mines) and was financed in part from a research grant made by the latter organization. The work to date has included gravitational, magnetic and electrical resistivity studies. The gravitational and magnetic measure-

Jan 1, 1934

By Hjalmer Sjögren

AMONG the feldspar-rocks there are certain types which occur constantly in different areas-viz., the aruphibolitic plagioclase- rocks and the granulitic rocks Composed of quartz and alkaline feldspars. Among the latter soda: granulites as well as potash are met with; also the corresponding gneisses occur. GROUP I.-THE ORES OF THE ARCHEAN CRYSTALLINE SCHISTS. The Rocks. The ore-bearing rocks of the ore-province of central Sweden are chemically and petrographically unlike the more monotonous gneiss- and granite-areas which surround them. On the whole, they constitute a quartz-feldspar formation in which purer quartzitic rocks, limestones, " skarn " rocks, and ore-bodies are very subordinate members. (Skarn is the Swedish name for rocks of varying composition, mostly consisting of lime, magnesia, iron, and alumina, silicates of the pyroxene, amphibole, and garnet groups; as secondary minerals, epidote, chlorite, biotite, and talc occur. The skarn is scarcely an independent rock but is connected with the ore-deposits. It is formed through an interchange between the silica of the quartz-feldspar rocks and the basic constituents of the ore-formation.) [A BRIDGED SUMMARY.-The amphibolites must be considered as stretched and dynamo-metamorphosed dioritic rocks. The granulites are divided into two groups, one showing predominant plagioclase, the other equal or predominant orthoclase. Evidently, the iron-ore deposits are connected in some way with the

Jan 1, 1913

By Edward Walsh

In the early history of the production of metallic iron from the native oxides or ores, success attended the labors of the workman according to the care he devoted to his work, and according to the degree of skill he possessed in furnishing the required amounts of fuel and ores to be acted upon by the blast propelled by the bellows, trompe, or wooden tub, and delivered into the hearths of the Persian, bloomery, or Catalan forges. The same skill may also have been of avail in the use of the lower forms of the ".Stück," "Blue,"or" Wolf"

Jan 1, 1887

By Robert F. Mehl

THE solid solutions which aluminum forms with copper, and with magnesium and silicon, are not extensive, and accordingly could not be expected to form Widmanstätten figures profusely nor with great ease. A study of the Widmanstätten figures in these systems seemed desirable, however, because of the interest which these alloys bear towards age-hardening theories resulting from the necessary relationship between the age-hardening phenomena and the atomic processes leading to the formation of Widmanstätten figures.1 ALLOYS OF ALUMINUM WITH COPPER The most accurate determination f the solid solubility, of copper in aluminum seems to be that by Dix and Richardson,2 whose results are represented in Fig. 1. According to this work, aluminum dissolves 5.6 weight per cent of copper at 548°, and less than one per cent at room temperature. Judging from the constitutional diagram, this solid solution on cooling tends to precipitate the compound CuAl2, and this conclusion has been confirmed experimentally by Schmid and Wassermann .3

Jan 1, 1932

By Jack D. Arthur

The Surface Mining Control and Reclamation Act of 1977, as amended, and related regulations take blasting safety into consideration by requiring compliance with existing state and federal laws. The regulations are based on blasting practices developed by the industry, as well as research and experimentation by the US Bureau of Mines and explosive manufacturers. Residential areas in the proximity of surface mines have made it mandatory that blasting operations be conducted under restrictions and requirements designed to protect the public and structures located within 0.8 km (0.5 mile) of any surface blasting activities. Restrictions against blasting apply where dwellings, schools, churches, hospitals, or nursing facilities are within 305 m (1000 ft) of blasting operations. They also apply where wells, petroleum or gas storage facilities, municipal water storage facilities, fluid transmission pipelines, gas or oil collection lines, and sewage lines are within 152 in (500 ft) of blasting operations.

Jan 11, 1979

By H. W. Schull

The Alligator Ridge gold deposits are located in northwest White Pine County at the southwest end of Alligator Ridge. Alligator Ridge is on the west side of Long Valley in the range of hills that separates Long and Newark valleys. The nearest population center is Ely, about 113 km (70 miles) to the southeast. Access to the Alligator Ridge gold mine from Ely is via US Highway 50 and the Long Valley Ruby Marsh Road. The latitude and longitude is approximately 39° 45' north and 116° 30' west. The Alligator Ridge gold deposits occur in the lower 61 m (200 ft) of the Mississippian-Devonian Pilot Shale formation, a laminated calcareous carbonaceous siltstone. The gold deposits contain carbonaceous, oxide, and jasperoid type gold ore. For more details on the geologic features of the deposits, see Schull, Sutherland, and Ilchik (in press). The discovery story of Alligator Ridge began in the spring of 1976 when the areas mapped as jasperoid on the 1:250,000 scale geologic map of White Pine County (Hose and Blake, 1976) were examined and sampled. Seventeen samples, about 23 kg (50 lb), were collected from an area about 0.65 km2 (0.25 sq mile). Of these 17 samples 10 reported atomic absorption values of less than 0. 1 ppm Au and 7 reported values in the 0.1 to 1.0 ppm Au range. In June of 1976 20 lode claims were staked to claim the area of the rock chip sampling. The claims' end and side center lines were used as a grid for soil sampling. Sample stations were 91 m (300 ft) apart and sample lines were 229 m (750 ft) apart. The samples were sieved to - 180 µm (- 80 mesh). Out of 99 soil samples, seven samples reported Au values in the 0.1 to 1.0 ppm range. Of the seven auriferous samples, five were located over the jasperoid outcrops previously sampled; one over unmineralized Pilot Shale a few hundred m (ft) downslope from some Au-bearing jasperoid; and one from a 15 x 15 m (50 x 50 ft) talus outcrop area of hitherto unnoticed mineralized Pilot Shale. Subsequent sampling, mapping and drilling would show that this 15 X 15 m (50 x 50 ft) outcrop area was the top of the Vantage 1 ore body, about 1.27 Mt (1,400,000 st) of over 3 g/0.9 t (0.11 oz/st) Au. Late in the summer of 1976 about 30 more 1.4 to 2.2 kg (3 to 5 lb) rock chip samples were collected in the course of preliminary geologic mapping. This mapping and sampling showed that the gold-bearing jasperoids occurred at the contact between the Pilot Shale and the underlying Devils Gate Limestone. Rock chip samples of 0.1 ppm Au or greater were restricted to the jasperoids and the mineralized outcrop area of Pilot Shale located by the soil sample survey. Rock chip samples from the area of mineralized Pilot Shale were in the 3 to 5 ppm Au range. Activity resumed in the summer of 1977 with a more detailed soil geochemical survey. The jasperoid areas were defined as large geochemical gold anomalies of values greater than 0.1 ppm and locally greater than 0.2 ppm Au. Soil samples from the area of mineralized Pilot Shale outlined a greater than 0.1 ppm gold anomaly 61 x 152 m (200 x 500 ft) in size. Further geologic mapping showed that elsewhere, even where bleached and silicified, the Pilot Shale areas were geochemically very low in gold (less than 0.1 ppm Au). In November, 1977 twelve rotary percussion drill holes were drilled to test the gold-bearing jasperoid areas and the mineralized Pilot Shale area. Drilling of the jasperoid areas showed that the jasperoids gave way at shallow depths [less than 24 m (80 ft)] to unmineralized unaltered Devils Gate Limestone. A five hole cross pattern was drilled to test the area of mineralized Pilot Shale. Four of the five holes re-

Jan 1, 1985

IT is a somewhat curious circumstance that the newest of the Institute's several awards should be conferred in the oldest of our several professional fields-for there is little question that geology and mining have antedated metallurgy and petroleum. Perhaps so did geophysics. After all, one geophysical instrument, the magnetic compass, has been success- fully employed for many centuries. Young in years the Jackling Award may be, but in distinction-whether in terms of the title it bears or in terms of the first three medalists (Reno Sales, E. D. Gardner, and the late Father Mace1wane)-the Jackling Award is already one of the ranking awards of the Institute. The name of the 1957 medalist will bring added luster to an already illustrious roll.

Jan 5, 1957

By Roy A. Lindgren

SINCE the year 1643, when the first blast furnace in America for treating iron ore was built at Saugus, Mass., out of mica schist quarried in the neighboring district, the procurement of a suitable refractory for furnace lining has been a problem of concern to the operators of furnaces. The stacks built of mica schist continued to smelt iron ore until about 1836, when, according to F. H. Norton, the first firebrick were produced', at Queens Run, Pa. Other writers speak of brick having been molded and burned in Massachusetts about the year 1834. In 1841, Andrew Russell began to produce medium refractory plastic clay brick near East Liverpool, Ohio, that were used for lining blast furnaces'. The well-known Kentucky clay-producing district was not opened up until the year 1871, but since then it has produced a large percentage of the linings for iron blast furnaces. While some strides have been made by the refractories industry during the 100 years that have passed since the first firebrick were produced, it has been only during the last two decades that any real progress has been made towards bettering the product, even though the method of production had improved. Perhaps the fault lies with the user of the brick rather than with the producer, for not sooner demanding a supe¬rior product. During the past 15 years the tonnage produced per lining has increased from 500,000 gross tons to 1,000,000 gross tons, and now some furnaces are producing 1,600,000 gross tons and better on a single lining. It is true that enlarged capacity of furnaces and improved practice have accounted for some of this increase in tonnage, nevertheless better quality in firebrick must be given credit for its share. However, we are not yet ready to say that we have reached a maximum life of furnace lining. We believe that a better product can be produced and that the refractories industries of America will, through their extensive research depart-

Jan 1, 1937

By N. J. Grant, K. M. Zwilsky, J. T. Blucher

DISPERSION strengthening has been studied in a number of metal-metal oxide systems. To date those pure metals available as fine particles (less than about 5 p) have received most of the attention whereas solid solution alloys, generally unavailable as fine powders, have not been examined in detail. The present work was undertaken as a preliminary study to evaluate combined effects of solid solution and dispersion strengthening. The technique used was that of dry mixing of elemental powders with the oxide, followed by a diffusion treatment to obtain the solid solution. The average particle size of the powders used was: Ni, 3.2 p (1nco B); Mo, 1.3 p (Fansteel Metallurgical Corp.); and y alumina, 0.027 \i (G. L. Cabot, Inc.). The particle size of the metal powders was determined by Fisher subsieve measurements while the size of the alumina was calculated from a surface area determination. Prior diffusion studies on small compacts pressed from mixtures of nickel and molybdenum powders with and without 7.5 vol pct A1203 indicated that diffusion was complete after sintering for 100 hr at 1800" , or 50 hr at 2250", or 20 hr at 2550° F. The progress of diffusion was followed by microstructural examination and micro-hardness measurements. Two observations made during the diffusion experiments were: 1) That diffusion proceeded faster in the presence of alumina, confirming similar findings by Seith and Loepman on "SAP'';4 2) That diffusion at temperatures above 1800°F resulted in coarsening of the alumina in agreement with results of other authors reporting on the growth of alumina in nickel above 1800"F. Similar experiments in the Ni-Cr system using 6 and 20 p Cr powders of 0.7 and 0.025 pct 0, respectively, did not result in significant solid solution formation even after long time exposures at 2550° F. It must be concluded that chromium oxide films around individual particles interfere with normal diffusion. A nickel alloy containing 5 wt pct Mo and 7.5 vol pct alumina was fabricated by dry mixing of powders, isostatically compacting at 30,000 psi, diffusing for 120 hr in dry hydrogen at 1800" F, and extruding at 1950"~ with a 30 to 1 reduction of area ratio. The resulting structure, presented in Fig. 1

Jan 1, 1963

By C. H. Stein

THE Pennsylvania Legislature, on March 13, 1837, passed an act authorizing the Lehigh Coal & Navigation Co. to construct a railway to connect the North Branch Division of the Pennsylvania Canal with the slack water navigation f the Lehigh River; the navigation company accepted this act on May 10, 1837. Edwin A. Douglas, chief engineer for the navigation company, located the route for this railway from White Haven to Wilkes-Barre, which was called the Lehigh & Susquehanna Railroad. The object was to transport coal from the Wyoming Valley, of Pennsylvania, to the Atlantic seaboard. This railway was considered a marvelous piece of engineering, as it included a tunnel nearly 13 mi. long, and a series of inclines, or planes, up which the cars laden with coal were raised from the vicinity of Ashley to the summit f the mountain near Solomon's Gap, whence they were taken to White Haven by rail. There the coal was transferred to canal boats. In June, 1862, floods almost completely destroyed the upper division of the canal, so on March 4, 1863, the Pennsylvania Legislature passed an act prohibiting its restoration, but granted a charter for the construction of a railway from White Haven to Mauch Chunk to connect with the line from White Haven to Wilkes-Barre, previously built. On March 16, 1864, a supplementary act was passed extending the Lehigh & Susquehanna Railroad to Easton, Pa. This completed a direct all-rail route from Wilkes-Barre to the New York harbor (by way of the Central Railroad of New Jersey). Up to this time, all freight and passenger traffic passed over the planes, but in 1866 and 1867 there was constructed what was known as the "back track" down the mountain side between Solomon's Gap and Ashley over which all the passenger traffic and empty cars thereafter passed; it is now known as part of the main line. For the handling of the heavy coal traffic, however, this would have involved a continuous climb from Ashley, 170.27 mi., from New York, to Solomon's Gap, 157.8 mi. from New York, or a distance of 12.47 mi., and a total ascent of 1,013.75

Jan 9, 1921

By Paul Billingsley

The term Boulder batholith was first applied in 1897 by W. H. Weed2 to the extensive mass of granite in western Montana within whose borders occur the ore deposits of Butte. In a general way this was known to extend from Helena on the north to the Highland Mountains near Butte on the south, and to be relatively narrow in its east-west diameter. Its intrusive relations to the surrounding sedimentary rocks, and its probable Tertiary age, were described by Weed, but in many ways his statements, based upon incomplete data, have required revision. Most notable of the errors of this description of the batholith were the failure,3 since corrected, to recognize the intrusive contact of the granite with the capping of andesite, and the complete absence of any reference to the many extensions of the granite beyond the somewhat narrow limits of its largest exposure.

Jan 1, 1915

By R. W. Hunt

The old plan was to increase every part of a rail much in the same proportion. But each part should be in proportion to what it ha.; to do. The head should be deep in proportion to tile amount. of traffic and the lowness of the rate of interest on its cost. The body need only he strong enough to carry the head after it is well worn down, and that deperlds on the weight of the machinery, and in the case of steel has little to do with the volume of traffic, except SO far as that affects weight of machinery. Ad on most railroad systems, the same niacliinery is used on main lines with heavy traffic, and bra11ct:es with light, I suggested in 1874 that each systern adopt the same body of rail for both, and make the head deeper on the main lines, shallower on the branches. This plan was adopted on the Pennsylvania Railroad. Bandberg seems to recognize this in his patterns of 1878. E. W. HUNT, TRoy, N. Y.: Again Dr. Dudley preaents to our cousideration a series of most carefully conductetl experiments, and ~llile I fully appreciate the labor and thought this work has cost him, I must still hesitate to accept his deductiono. This paper dilliirs from the previous one in that it denls esclrieively with the wearing qualitiei. of steel rails. Dr. Dudley gives his reason for this change in the following statement: " With the improvement in maintenance of way which has characterized the Pennsylvania Railroad during the last five or six yearn, the remova1 of rails from the track from the first two of these causes (i. e., broken and crushel), has, if I am right, quite notably diminished. This certainly is true with regard to broken rails. And if, as time advances, the number of crushed rails shall diminish, both because of the continued improvement in maintenance of way before referred to, and because, owing to improved and better methods at the steel works, there are fewer crushed rails caused by physical defects in the steel, the question of the wearing capacity of steel rails obviously becomes the allimportant one." Certainly the condition of the roadhd has much to do with mils brealring, crushing, and wearing. If the Pennsylvania and other railroads have done and are doing their part, Dr. Dudley oourteously admits that the steel works have performed part of theirs. But as far as I am informed, the formulas which they have used have been and are still quite wide of the one he continues to recommend. The rails which are not breaking or crushing to so great an extent as formerly, contain higher percentages of both carbon and manganese.

Jan 1, 1881

The eastern part of the state of Rhode Island on both sides of Narragansett Bay, including the island of Rhode Island, is underlaid with carboniferous rocks which carry veins of anthracite. This formation extends into the neighboring portion of Massachusetts, including the area from the state line, the towns of Mansfield, Brockton and Bridgewater,: and extending probably ten miles east of the latter two towns, to Middlesboro, and to Fall River. In Massachusetts the coal formation extends over nearly the whole of Bristol, and parts of Plymouth and Norfolk Counties. In Rhode Island and Massachusetts the area covered is about 400 square miles. In both states the exact limits of the coal measures cannot be determined on account of a thick layer of drift which overlays it. Along parts of Narragansett Bay, the coal measures outcrop in the cliffs on the west side of Rhode Island, and the presence of coal here seems to have been noted as early as 1760, and in 1768 a patent was granted to parties who "were about to dig after pit, coal or sea coal" at the back of the town of Providence. In 1807-08 Benjamin Silliman, later a geologist, visited some openings,' and in 1808 a mine was opened near Portsmouth, in the northeast part of Rhode Island. Work was done here until about 1814 when the mine was abandoned. No anthracite had been used in New England at that time, all coal used came from Nova Scotia, Virginia or England, and was high volatile bituminous; neither experience nor the means of firing favored the use of the local fuel? This mine was again working in 1827, was again abandoned and operations were resumed in 1847. In 1837 a note in a magazine mentions, "the immense coal mine in Cumberland-about six miles from the city of Providence" as having a shaft 14 ft. in diameter and 80 ft. deep, that the horses then used for hoisting the coal were to be superseded by a steam engine and another shaft was to be sunk. With these improvements 30,000 to 50,000 tons were to be produced the following year at a cost of $1 per ton and a sales realization of $6.1 Hitchcock's report refers to a number of localities in both states where definite knowledge of coal existed. These are:

Jan 1, 1942

By David B. Reger

The discovery of prolific oil wells in old territory hitherto regarded as doubtful, if not worthless, and the rapid extension of a gas pool opened late in 1938 were the most interesting petroleum features in West Virginia during 1939. Oil activity in general was slow because of crude prices that were still fairly low at the end of the year, although substantially increased above those in January. Fewer oil wells were completed, but the average results were better than in 1938. Fewer gas wells, also, were completed, with greatly lessened average initial production. Many old oil and gas wells were abandoned, so that the total number of active wells has not changed appreciably. The account of operations, as gathered from trade journals and other sources, shows that 561 new wells were drilled, resulting in 101 new oil wells with 2261 bbl. of daily initial production; 366 new gas wells with 602,400,000 cu. ft. of daily open flow; and 94 dry holes. Besides these new wells, 61 old wells were drilled to deeper sands, with 12 bbl. and 13,328,000 cn. ft. of added production. On the new wells the oil average was 22.38 bbl. per well per day; and the gas average was 1,645,900 cu. ft. per well per day; the ratio of dry holes to completions was 16.76 per cent. From an exploratory standpoint one partly discredited oil area was revived by good new production, and another small oil pool may have been opened. Some of the results in gas exploration will require more drilling for true appraisal. It is certain, though, that one very considerable gas field in the sands of Mississippian age has been proved; and there is a probability of six new pools in the Middle Devonian shale. In the Oriskany sand (L. Dev.) the Elk-Poca pool has been extended considerably farther northwest into Jackson County; and farther north in Jackson County two widely separated wells, which may be pool openers, have been successfully completed. On the other hand, several important wildcats in various counties have been dry. Stratigraphically lower, some additional wells have been completed in the Newburg sand (Sil.) and one small producer has been completed in the Clinton sand (Sil.), the importance of which can scarcely be overestimated, because no Clinton production has previously been found in the state, although at least seven wells have been drilled through the sand.

Jan 1, 1940

By David B. Reger

The discovery of prolific oil wells in old territory hitherto regarded as doubtful, if not worthless, and the rapid extension of a gas pool opened late in 1938 were the most interesting petroleum features in West Virginia during 1939. Oil activity in general was slow because of crude prices that were still fairly low at the end of the year, although substantially increased above those in January. Fewer oil wells were completed, but the average results were better than in 1938. Fewer gas wells, also, were completed, with greatly lessened average initial production. Many old oil and gas wells were abandoned, so that the total number of active wells has not changed appreciably. The account of operations, as gathered from trade journals and other sources, shows that 561 new wells were drilled, resulting in 101 new oil wells with 2261 bbl. of daily initial production; 366 new gas wells with 602,400,000 cu. ft. of daily open flow; and 94 dry holes. Besides these new wells, 61 old wells were drilled to deeper sands, with 12 bbl. and 13,328,000 cn. ft. of added production. On the new wells the oil average was 22.38 bbl. per well per day; and the gas average was 1,645,900 cu. ft. per well per day; the ratio of dry holes to completions was 16.76 per cent. From an exploratory standpoint one partly discredited oil area was revived by good new production, and another small oil pool may have been opened. Some of the results in gas exploration will require more drilling for true appraisal. It is certain, though, that one very considerable gas field in the sands of Mississippian age has been proved; and there is a probability of six new pools in the Middle Devonian shale. In the Oriskany sand (L. Dev.) the Elk-Poca pool has been extended considerably farther northwest into Jackson County; and farther north in Jackson County two widely separated wells, which may be pool openers, have been successfully completed. On the other hand, several important wildcats in various counties have been dry. Stratigraphically lower, some additional wells have been completed in the Newburg sand (Sil.) and one small producer has been completed in the Clinton sand (Sil.), the importance of which can scarcely be overestimated, because no Clinton production has previously been found in the state, although at least seven wells have been drilled through the sand.

Jan 1, 1940