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By Ashbel Welch

Ashbel Welch, Lambertville, N. J.: Dr. Dudley has given the wear of steel rails under four different conditions. He arrives at the conclusion that the softer rails, or those that from their composition ought to be softer, wear better than the harder. But there is another condition which has an important bearing on the subject, and should not be overlooked,—the weight on a wheel. With the lighter weights of the past, the softer rails may have worn best; with the heavier weights of the future, the harder may wear best. Weights will probably be increased up to the capacity of steel to bear; then doubtless the harder steel will wear best. A leaden rail with ten pounds on a wheel might carry millions of tons, but with one hundred pounds on a wheel, it would be destfoyed by a few thousand tons. So in the days of iron rails, my experience was that the softer rails under light machinery stood better than some of the harder; but under heavy machinery the softer were much the most rapidly destroyed. It is doubtless the same with steel. The pounding motion of the wheels loosens or spreads the particles of a thin film of steel; the pull lengthwise on the rail de-

Jan 1, 1881

By Jacob Reese

longer and tougher. In the worst case I have observed, viz., two inches difference in circumference, this difference in hardoess, as observed from the cutting, was more marked than in the other cases. Tires are always grouped in sets by the manufactrlrers fiorn their knowledge of the chenlical camposit,ion of the steel, with an attempt to get those in one set which have the same degree of hardness, so that the wear shall be equal all around ; they succeed pretty well on the average, but I have been noting the exceptioiis. Jacob Reese, PittsHukQh, Pa. : I have been very much interested in the reading and discusion of Dr. Dudley's paper. As far as it selates to the data of work performed by the rails, and the determination of their physical and chemical properties, I have nothing but commendation of Dr. Dildley to express, as the investigation covered a greater range, and was performed with more care in detail, than any similar work which has come under my notice. But I beg leave to differ with Dr. Dudley in his conclusions. What are the factors of hardness? Are they not carbon, silicon, phosphorus, and manganese? Now it is an untlisputed fact among iuetallurgiml experts that pure carbon and pure iron make the best steel of all degrees of carburieation, and for all purposes. While carbon hardens, it also strengthens the metal, but silicon, phosphorus, and manganese, in hardening, make the metal also brittle, and are injarious in any amount. Carbon should be called a strengthener; and I claim that a steel rail made hard with carbon, with the other three hardeners absent or reduced to a minimum, will carry a greater tonnage than any of Dr. Dudley's soft rails. But until the basic process is put into operation in this country we cannot expect to produce Bessemer or open-hearth steel without the presence of silicon, phosphorus, and manganese, in consitlerable quautities, aod I greatly donht the possibility of reducing the perceutage of any of them by the prment practice without seriously diminishing the output, and correspondingly increasing the net cost of production; which is an important question, since the increased life of the rail may be more than balanced by its increased cost. I think that the soft rails performed a greater amount of work, because they contained a less amorlllt of silicon, phosphorus, and wangatwe (britlkrcr, if I may so term them), and that carbon does wt reduce the wearing capacity of rails. I believe that a rail made by the baqic process, with silicon, phosphorus, and manganese reduced to a minimum, and containing 0.60 carbon, will be stronger

Jan 1, 1881

By C. E. Stafford

and tougher, and will carry double the tonnage of any of Dr. Dud ley's soft mils. C. E. Stafford, Steelton, Pa.: I must confess my high ap preciation of Dr. Dadlq's conscientious and painstaking work, and of his scientific methds in obtaining the data; but with his method of handling these results and with his conclusions drawn therefrom 1 canuot agree. The reasons for this difference of opinion I will endeavor to explain. It is apparent on inspecting his Plates 6 and 7 that the majority of the slower-wearing rails are from the north track, and generally have a longer time of service, a greater average tonnage per rail, and a smaller avernge tonnage per year per rail than the faster wearing, the majority of which are from the south track, and gener ally have a shorter time of service, a smaller average tonnage per rail, and a greater average tonnage per year per rail. Have these facts any significance Have these different of conditions to which they are subjected any baring on the relative wearing capacity of these rails I venture to say they have. I think, after a study of Table I (page 676), (an arrangement of linee 17 and 18 of Plate a), in connection with Plates 6 and 7, we will find that the slower wear of the 32 best rails is only partly due to qualities inherent in the rails themselves, but is principally due to external conditions favorable to slower wear. In regard to the north and south track, we know that over the rsoiith track come the loaded cam from the West, and that over the north track these cars return, most of them, empty. It is evident that this means for the north track a less average tonirage per rail per year; or, in other words, a lower wheel tonnage. When the load per wheel is less, the resistance and consequently the wear must, necessarily, be less, other things being equal. Time of service, alee, has an important bearing on the question in hand. It has been only within the last five or six years, as Dr. Dudley has pointed out, that the roadbed of the Pennsylvania Rail road has reached its present admirable condition. Before this time the njadbrd was more elastic, more yielding (and probably not uni tbrmly so) than at present. These circumstalices might cause a sofier rail to be more durable than a harder one, owing to the fact that it ulonId yield rnore or less to the bending force of the passing load and would thus get a bearing on each cross-tie. The harder rail, on the other hatid, being stiffer and more. unyielding, would not

Jan 1, 1881

C. P. Sandberg, London, Eng. 1 think we should all be grateful to the Pennsylvania Railroad Company, and to their chemist, Dr. Dudley, for spending so much time and money in order to solve an important question; nor are me less indebted to the public spirit which leads them to impart tlie experience thus gained. In Europe nothing similar has hitherto been done, either by a company or by any private individual. In England the great railway companies employ their engineers in other ways, and do not keep a chemist or specialist to study rails; bat even if they did they would probably not publish the results. The chief professional engineers are so occupied with their private practice of railroad construction generally, that they cannot be expected to devote their time and energies to so special a question. The German Railway Union has, in my opinion, missed the real object of its elaborate researches by falling into the error of specifying costly, impracticable tests for rails—tests at the same time which do not infallibly expose the impurities that may be in the rails under examination. There has, therefore, been nothing done on this side of the Atlantic in the way of exhaustive study to determine the best composition for steel rails. America should consequently have full credit for the enlightened example which she has set. I wish, however, to make a few remarks on Dr. Dudley's second paper,—& paper which follows very much upan the same lines of argument as the first red three years ago, upon which I have previously touched in my pabr on the same subject read at the meeting in August last. If Dr. Dudley had discovered a new metal he could hardly, I think, have taken wore pains to prove that he was correct in his first formula for the best chemical colnposition of steel rails. But I hare seen so much done in the way of proof by experiment that I am inclined to think that almost anything can be proved by experiments and by satnples. If Dr. Dudley would only give up his formula, which would not suit any country—not even America—

Jan 1, 1881

By C. P. Sandberg

C. P. Sandberg, London, Eng. 1 think we should all be grateful to the Pennsylvania Railroad Company, and to their chemist, Dr. Dudley, for spending so much time and money in order to solve an important question; nor are me less indebted to the public spirit which leads them to impart tlie experience thus gained. In Europe nothing similar has hitherto been done, either by a company or by any private individual. In England the great railway companies employ their engineers in other ways, and do not keep a chemist or specialist to study rails; bat even if they did they would probably not publish the results. The chief professional engineers are so occupied with their private practice of railroad construction generally, that they cannot be expected to devote their time and energies to so special a question. The German Railway Union has, in my opinion, missed the real object of its elaborate researches by falling into the error of specifying costly, impracticable tests for rails—tests at the same time which do not infallibly expose the impurities that may be in the rails under examination. There has, therefore, been nothing done on this side of the Atlantic in the way of exhaustive study to determine the best composition for steel rails. America should consequently have full credit for the enlightened example which she has set. I wish, however, to make a few remarks on Dr. Dudley's second paper,—& paper which follows very much upan the same lines of argument as the first red three years ago, upon which I have previously touched in my pabr on the same subject read at the meeting in August last. If Dr. Dudley had discovered a new metal he could hardly, I think, have taken wore pains to prove that he was correct in his first formula for the best chemical colnposition of steel rails. But I hare seen so much done in the way of proof by experiment that I am inclined to think that almost anything can be proved by experiments and by satnples. If Dr. Dudley would only give up his formula, which would not suit any country—not even America—

Jan 1, 1881

By Rich Akerman

as 1866, I wish to assure both these gentlemen that I had not seen the section when I designed mine, :md even if I had, I should not have then dared to put it forth as a standard for English rail makers; tind the soundness of my opinion has a simple but conclusive proof in the statement made concerning the extra price which was at that time required for their production. I need not say that I highly approve of the original Welch section, for it is in principle similar to the design which I made ufteen yeam subsequently; and from a professional point of view I would fully concecle to Mr. Welch the credit of first designing the modern steel-rail section. From com- mercial, matter of tict, and practical point of view, he was, however, before his time by many years; or to put it in another way, rail making was ten years behind its time when the new metal steel was first introduced for rails. If his design has been incorrectly identified with my name (as the sections are similar in principle, though they differ in thickness of flange and web), I beg to say (1st) that I much regret the misun- Understanding which has arisen through no fault of niine, aud (2d) that no confusion has been intentionally created by me. It is a pity that the section designed so long ago has not been made public at an earlier date, as it would make a really goal stand- and pattern, anil even now be quite equal to present requirements. In conclusion, I wish to say that I have never desired to claim any invention or novelty by the publication of my sections; they Were put forth as being such as English railmakers could and would produce at the ordinary market. price, and as being the best and most suitable to be so obtained. Had Mr. Welch or Mr. Holley put forward theirs ten or fifteen years ago, I should have been the first to recommend theru. In fact I should have been glad to see their narnes associated with rail patterns in their own country, in the same way as mine has been. PROFESSOR RICH. AKERMAN, STOCKHOLM, SWEDEN: i AGREE with your (Mr. Sandberg's) views that it is too early yet to stipulate only one definite chemical composition in the rails. Such a stipulation, I think, might he justified, if it were not for the manganese; but this metal changes the properties of the iron aud steel in tho same direc- tion ae carbon, silicon. and phosphorus, by increasing its tensile strength, stiffness, hardness, and brittleaess. If the iron and steel does not only contain carbon and manganese but also phosphorus,

Jan 1, 1881

By Ellsworth Daggett

The ore smelted in the Winnamuck furnace during the year 1872 consisted, for the most part, of oxidized ores from the Winnamuck mine, only sixty tons of outside ore (from the Spanish mine) having been smelted. The latter, like the principal Winnamuck ore, was oxidized or so-called carbonate ore. There was mixed with these oxidized ores three hundred to four hundred tons, or 7 to 10 per cent. of galena, some of which was mined with the oxidized ore, while a part was mined separately from the lower portion of the mine, and afterwards mixed with the ore, with a view of preventing the formation of deposits of metallic iron in the furnaces. The average assay in silver of all the ore handled was 51.46 oz. per ton, most of it existing as chloride of silver. The lead contents were 34.98 per cent,, all, or nearly all, in the form of carbonate of lead. The relative amount of silver is not at all constant, the best silver ore often being poorest in lead. The predominant gangue was silica, several determinations of which have been made on representative samples, yielding in three such samples 26, 38, and 58 per cent. silica, the latter test being ore containing but little lead. The average contents in silica are about 35 per cent., with 6 to 7 per cent. sesquioxide of iron, and small quantities of alumina and lime. Mechanically, the ore was very fine, and so thoroughly disintegrated that it presented few distinguishing characteristics, rendering sorting or separating of ore from waste difficult, and often impracticable. Experiments on a small scale have been tried, with a view to separate the silica by washing; but these were unsuccessful, as the finest slime, requiring a long time to settle in still water, contained a large amount of silver; and on a careful sizing and washing of the sands and coarser parts, the silver contents were found to be less dependent upon specific gravity

By Edmund C. Pechin

The Lucy furnace, owned by Messrs. Carnegie, Kloman & Co., and located on the Alleghany River, on the outskirts of Pittsburgh, is a splendid modern furnace, 75 feet high, and 20 feet bosh. She had been working well on low grade ores of about 50 per cent., producing daily 68 to 75 tons. There was on stock 500 tons of Republic ore, one of the purest and best of the Lake Superior ores, averaging over 68 per cent. of iron, which had been procured for the purpose of making a trial for Bessemer iron. This was charged by itself, and Mr. Skelding, the founder, reports that he did not succeed in getting a single cast when it came down, before the furnace chilled from the hearth to the top of the boshes, some 25 feet. Every effort was made to save her, without avail, and the disagree-

By F. E. Bash

Previous to the war, this country depended on Europe for its supply of a number of alloys of great importance in the manufacture of electrical apparatus and equipment. When this source was cut off shortly after the beginning of hostilities and the small stocks in the United States were exhausted, either inferior substitutes had to be used or the manufacture of the apparatus suspended. Since electrical equipment was of primary importance in the prosecution of the war, the substitutes had to be used until the composition and processes of manufacture of the alloys could be determined. Included among these alloys was one generally known as manganin, which is composed chiefly of copper and manganese and which, beside having a low-temperature coefficient of resistance, has a low thermal electromotive force against copper. These qualities make it valuable for the manufacture of electrical instruments and machines in which it is used in the shape of wire, rod, and strip. As a result of these circumstances, an investigation was started to determine how manganin could be made on a commercial basis so that a product of uniform quality and the necessary electrical characteristics could be produced. The object was to procure an alloy with temperature coefficient of resistance not greater than 1 X 1X per " C. and a thermal e.m.f. against copper no greater than that of the imported material. It is characteristic of manganin that the temperature-resistance curve is not a straight line but has a peak, which varies in position with different samples; it is most desirable, however, to have it at a temperature of 25' C. if possible. The coefficients of manganin from all records available ranged from a large negative to a large positive value. The composition as reported by different authorities is given in Table I. Prof. Matthew A. Hunter, of Rensselaer Polytechnic Institute, made up a number of small melts of manganin in a graphite crucible and the one that he reported as having the best cocfficient gave the following analysis: Copper, 83.6 per cent.; nickel 2.5 per cent.; manganese, 13.6 per cent.; iron, 0.3 per cent. An analysis of a sample of German manganin gave the following: Copper, 82.6 per cent.; nickel, 3.8 pcr cent.; manganese, 12.8 per cent.; iron 0.7 per cent.

Jan 1, 1921

By F. C. Blake

The best method for the estimation of copper in ores and secondary products is that proposed by Dr. Steinbeck* for the award offered by the Mansfeld'schen Ober-Berg-und Hutten-Direction. It is based upon the decolorization of the blue ammonia solution of copper by potassic cyanide.7 It is necessary for the accurate estimation of copper in arsenides that the arsenic be separated from the copper before the ammonia solution is made. The presence of a notable amount of arsenic renders the titration by potassic cyanide inaccurate, the end reaction being obscured by the appearance of a yellowish-green tint towards the end of the titration. The change of the color of the ammonia solution from blue to the tint caused by the presence of arsenic cannot be used for an end reaction, for the intensity and quick appearance of the latter color depend upon the amount of arsenic present in the solution. In the analysis of speise, the method of separating the copper by an oxidizing and reducing treatment in the muffle, to volatilize the arsenic, gives poor results, and there may easily be some loss of the weighed sample. The separation of the precipitated sulphides of arsenic and copper by treating with sodic sulphide, gives good results, but the process is tedious. I have used the two following methods, which are simpler and more expeditious than those mentioned, with good results

Jan 1, 1881

By E. F. Loiseau

Until June, 1868, it had not been attempted, either in this country or abroad, to manufacture by mechanical means, from anthracite coal-dust, artificial fuel for domestic use. Several attempts had been made to utilize coal-waste by converting it into a fuel for manufacturing purposes, but none of the processes were original, and they were merely applications of the well-known European processes and machinery, slightly modified by American ingenuity and mechanical skill. With one exception all those attempts have been failures. The great difficulty in the application of European processes and machinery has always been the limited production, and the excessive cost of the manufactured product, as compared with the cost of mining and preparing the ordinary anthracite coal for the market. The only serious and intelligent attempt to manufacture, on a large scale, artificial fuel for manufacturing purposes, has been made by the Anthracite Fuel Company, whose works are erected at Fort Ewen, near Rondout, New York. This company, organized under the auspices of the Delaware and Hudson Canal Company, had to go through the usual course of difficulties, breakages, and disappointments, which seems to be the lot of every new industry. Thanks, however, to the energy and perseverance of Mr. L. L. Crounsse, a gentleman of means, from Washington, D. C, the enterprise succeeded, and it is to-day established on a permanent basis. In order to increase the production, and to reduce its cost, the Anthracite Fuel Company was compelled to change most of its •plant, and to erect more powerful machinery, producing lumps of a larger size, almost twice the size of the lumps made previously by the same company. This increase in the size of the lumps has been resorted to in Europe as well as in this country, in order to increase

Jan 1, 1879

By William Kent

In the paper by Mr. Fernom, on Red Charcoal, read at the first session of this meeting, it was suggested that this fuel might be used in the blast furnace with greater economy than ordinary or black charcoal. In the discussion which followed the paper, it was stated that the charcoal furnaces of the Lake Superior District have used imperfectly burned charcoal with success, and that these furnaces have given the best results in fuel economy on record. On consulting some of our well-known metallurgical authorities the writer finds that the question of the use of red charcoal, or other imperfectly burned charcoal, or charred wood, is not at all new. In Percy's late work on Fuel, pages 409-414, are given a few facts, which are here condensed, as follows:

Jan 1, 1879

By Homer F. Staley, C. P. Karr

The casting alloy 88 copper, 10 tin, 2 zinc, commonly known in England as Admiralty metal and in this country as Government bronze, gun metal, or Naval Department composition G, has, at its best, many valuable properties. However, its physical properties are known to vary widely with slight changes in method of manufacture of the castings, such as slight variations in composition, variation in pouring temperature, kind of mold used, method of pouring and gating of molds, size and shape of castings, amount and kind of heat treatment, and so forth.' The microstructure of castings made from this alloy is influenced by slight variations of composition, rate of cooling, and kind and length of heat treatment. This is best understood by reference to the equilibrium diagram. The part of the diagram in which we are interested and the effect of the thermal equilibrium relations on the physical properties of the alloy 88 copper, 10 tin, 2 zinc, have been discussed by Hoyt, Campbell, Primrose, and Rawdon.2 In Fig. 1 is given the equilibrium diagram of the copper-tin alloys. Briefly stated, the relations of composition and temperature changes are as follows. Compositions between A and a consist of but one constit ent—the a bronze, which is a solid solution of copper and tin, rich in copper. On cooling from the molten state these compositions gradually crystallize, at temperatures above 790°, into a mass of interwoven treelike crystals or dendrites. The cores of the dendrites are rich in copper and the percentage of tin gradually increases as the surfaces are approached. AS cooling progresses, after a11 the metal has crystallized, no further changes occur in the crystals other than diffusion within the crystals, which tends to erase the dendritic pattern and to render the structure more homogeneous. * Metallurgical Ceramist, U. S. Bureau of Standards, Associate Physicist, U. 8. Bureau of Standards. A. D. Flinn: Iron. Age (1915) 96, 1292-3. C. P. Karr: U. S. Bureau of Standards Tech. Paper 59, Pt. 1. S. L. Hoyt: Enging. (1913) 96, 667-7, 704-5. William Campbell: Trans. Am. Inst. Met. (1912) 6, 158-172. H. S. Primrose: Metal Ind. (1916) 14, 202-4. H. S. Rawdon: U. S. Bureau of Standards Tech. Paper 59, Pt. 11.

Jan 1, 1921

By William P. Shinn

Jan 1, 1881

By T. Sterry Hunt

In my address on the " Geognostical Relations of the Metals," delivered before the Institute on the 20th of February last (Vol. I Transactions, p. 331), I spoke of the rocks in the vicinity of Thunder Bay, Lake Superior, where I indicated two series of uncrystalline rocks resting upon the Huronian schists, the lower one consisting of dark-colored argillites and sandstones overlaid, apparently in slight discordance, by nearly horizontal red and white sandstone and marls, which were compared with those of Sault Ste. Marie, and those of the Portage Lake district, on the south shore. These latter sandstones, according to Brooks and Pumpelly, overlie uncomformably the Keweenaw series of copper-bearing amygdaloids, sandstones, and conglomerates, and are in turn overlaid by the Trenton limestone. I then proposed to call this lower series of Thunder Bay, that is to say, the dark-colored argillites and sandstones which are traversed by the silver-bearing lodes of that region, the Animikie group. Shortly after the publication of that address I received an abstract of a paper on the geology of that region by Professor Robert Bell, read before the Montreal Natural History Society, February 24th. He there confirms the statement made in my address that the gold of Lake Shebandowan occurs in the Huronian, which is also seen to be cut by the silver-bearing lodes just mentioned. Professor Bell, in this paper, proposes to designate both what I have called the Animikie group, and the overlying red and white sandstones, by the name of the Nepigon group, for the reason that the upper series is best displayed about Lake Nepigon. This latter series is by Logan supposed to be overlaid by the copper-bearing amygdaloids with conglomerates and sandstones of the north shore (apparently identical with those of Keweenaw); and the whole together, inclnding the Animikie group, constitute his Upper Copper-bearing group. These copper-bearing strata are by him supposed to be overlaid by the red and white sandstones of St. Mary, which are apparently the same with those sandstones which, according to Brooks and Pumpelly, overlie unconformably the similar cupriferous rocks of Portage Lake, and are, in their turn, overlaid by the Trenton limestone. Thus the sandstones which at Thunder Cape overlie the Animikie group are by Logan placed in the midst of the Upper Copper-bear-

By Thomas M. Drown

Remarkable as have been the direct results of Danks's puddler, there are some indirect and incidental results, which are well worthy of study for their intrinsic value and suggestiveness. The success of Danks's machine is due mainly to the nature of the lining and the manner in which it is attached to the walls of the revolving chamber. Herein lies Danks's merit and good fortune. Given such a lining, and the success of the machine, as far as puddling iron is concerned, could easily be predicted. Other important results have, however, been obtained with this machine, which, though clearly explicable, were, nevertheless, unanticipated. These are the increased yield of bar-iron over the pig-iron charged, and the elimination of phosphorus, which, though not absolutely complete, is yet more decided than in the case of hand-puddling. As regards the increased yield, this is merely what we have a right to expect if we consider the puddling process to consist in the oxida tion of the carbon and silicon of the pig by the oxygen of the oxide of iron. That this result is attained, nearly to the extent that the theory requires, in Danks's puddler, and has never been more than partially attained by the most careful experiments in band-puddling, points clearly to the fact that the contact of the molten pig-iron with the oxide of iron is much more intimate and complete in the one instance than in the other. The action of puddling in Danks's machine may be considered to be twofold: first, the removal of the carbon, silicon, and phospho rus of the pig, which is the primary object, and, second, the produc tion of wrought iron direct from the ore, which is entirely an inci dental result. Intelligent metallurgists were not long in recognizing in this latter result a fact of deeper import and greater value than the attainment of a perfect puddling process. A new method

By W. E. Coxe

In 1857 the Philadelphia and Reading Railroad Company, whose main line extended from Philadelphia to Pottsville, Pennsylvania, with branches into the coal regions of Schuylliill County, made a contract with the Fairmount Rolling Mill, at Philadelphia, for the rerolling of some four thousand tons of iron rails. The essential features of the agreement were that the old rails should be piled with puddled iron and rolled into flats for the rail pile, which latter was • to be of a section seven inches square, and after being heated, and reduced, by rolling, to a bloom of a section about fire inches by six inches, was to be reheated, before being finished into the rail of the T pattern, four inches high, weighing sixty-four pounds per yard. Great care was exercised in the execution of this contract, and the rails being distributed over all parts of the road, gave general satisfaction by their excellent wear. Five years afterward, the principal proprietor and manager of the Fairmount Rolling Mill was elected President of the Reading Railroad, and very many of the rails made under his supervision were still in use in the tracks of the company, of which he had just assumed the management. His first efforts were, therefore, directed to the procuring of more rails of the same quality wherewith to replace those worn out. Here he encountered some trouble, makers refusing to bid because of the details in the specification, the required reheating being the objectionable feature, for which it was generally intimated they would not be sufficiently remunerated for the increased labor, extra coal consumed, and the changes necessary from the established methods of working. Most of the new rails were, therefore, bought, and the old rails rerolled without regard to any particulars as to the manner of piling, heating, etc., each manufacturer furnishing what he deemed the best article possible for the money. As a consequence, rails of all imaginable grades were placed in the tracks, some giving out in six

By Charles Himrod

In presenting this paper it is not intended to enter into any discussion of the theory of the blast-furnace, but simply to give the results of a number of determinations of CO and CO 2 in furnace gases, and some conclusions arrived at, and the result of an experiment made in hopes of increasing the production of CO 2. In the first table, on page 198, is given the averages of a number of analyses of gases of different furnaces, and in the second, of two stacks of different sizes under varying circumstances. The conclusions arrived at as to what influences the production of CO2 are as follows: lst,. Kind of fuel. Bituminous coal not permitting the formation of as much CO, as coke. 2d. Kind of ores. Rolling-mill cinder being much less favorable to formation of CO2 than hematite ores, magnetites probably less than hematites, but more than cinder. 3d. Length of time of contact of gases with ore. Small furnaces and too rapid driving both waste fuel by riot allowing enough time for conversion of CO into CO2. 4th. The temperature of blast. The hotter the greater the quantity of CO2. 5th. Regularity of passage of stock through the furnace. The hanging and dropping of the stock, however slight, seems to pack it more solidly in the hearth, increases the resistance to the blast, and decreases the quantity of CO2. These are the most common causes noticed which influence the production of CO2, unless we except the one that might be considered the greatest of all, the one that has spoiled so many tons of iron, and the amiability of so many furnacemen, the one most dreaded, the great unknown. It would seem a self-evident proposition that the better the contact of the gases with the ore and the less with the fuel, the greater would be the amount of CO2 produced. To prolong the contact of gas with the ore furnaces are enlarged with advantage, and pains are taken to charge the stock in such a manner as will best promote it. Still, with furnaces of most approved construction and most skilful manipulation, the gases leave the furnace so rich in CO, that not half the heating power of the fuel is obtained, and the highest

By Anievas JB, Sevillano AC

This paper describes the acquisition, exploration, development, initial operation and subsequent financing of the Bulawan mine by means of a listing on the Toronto Stock Exchange of a subsidiary of the parent company, Philex Mining Corporation.Located on the island of Negros in the Philippines the property is unique on at least two counts: it is a disseminated gold deposit that occurs in a region of predominantly porphyry copper mineralisation; and it is a gold deposit that is mined by a bulk method of extraction (front and block cave) instead of the normal selective mining methods.

Jan 1, 1997

By J. B. Dilworth

OUTCROPS of coal have bees discovered is many localities is the Philippine archipelago, and practically all of the larger islands contain deposits of this mineral. Very little prospecting has been done to determine the value of the various coal-bearing areas, but so far as known, the largest and most promising fields are found : (1) is northern Cebu; (2) is the small island of Batan, a part of the province of Albay is southeasten Luzon; (3) is the somewhat larger island of Polillo, off the east coast of Luzon, and (4) is southern Mindoro, sear the small coast tows of Bulalacao. Northern Panay, south-central Cebu, and various localities is southern Luzon, Masbate, Negros, and Mindanao also afford evidences of the existence of coal-beds, the extent and value of which have not yet bees proved. The general position of these islands and districts is shows on the map of a portion of the Philippine Islands, Fig. 1. Some of these coal-fields have been known for many years (coal was discovered is Cebu 1827 and is Batas is 1842),1 and several futile attempts were made by the Spaniards to operate mines is these districts. But owing to many circumstances, chief among which were indifferent management, the political unrest of the islands, natural difficulties of transportation, and those inherent in the mining of steeply-inclined and somewhat irregular seams, no considerable output was ever obtained from any of these mines, and the fuel required is the many departments of industrial and political life has continued to be drawn largely from Australia and Japan. These conditions exist to a great degree at present, and though much interest is the coal-deposits of the Philippines

Jan 1, 1909