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By Robert W. Hunt

THE memorable features of American history have been making fast during the last century, and notably so since 1860; and they are by no means confined to political or to any one branch of scientific development. Of all the industrial arts, none show a greater change or a mightier progress than the Bessemer manufacture. And this year, while we are celebrating the first centennial of our national life, we can also celebrate the first decennial of American Bessemer practice. While not forgetting or undervaluing what has been done in other countries, I have thought that a brief history of the introduction and development of the Pneumatic or Bessemer process in America would be of interest. In 1863 the Kelly Pneumatic Process Company was formed and an arrangement entered into with William Kelly, who had taken out letters-patent of the United States, Nos. 16,444 ; 17,628, re¬issued as 505; 18,910, dated January 10th, 1857 ; June 23d, 1857; November 3d, 1857; and December 22d, 1857, respectively. This association was composed of the Cambria Iron Company, E. B. Ward, Park Brothers & Co., Lyon, Shorb & Co., Z. S. Durfee, and, later, Chouteau, Harrison & Valle joined the combination. Not satisfied with possessing the control of the Kelly patent, they sent Mr. Z. S. Durfee to England, to secure for this country Mushet's patent on recarburization, No. 17,389, dated May 26th, 1857, the same having been taken out in England on September 22d, 1856. In this Mr. Durfee was successful. Previous to the application of William Kelly for a patent, Henry Bessemer, of England, had taken out patents dated February 12th, 1856, and August 25th, 1856, in this country. Kelly claimed priority in the discovery of the principles of the process, and the Patent-office allowed his claim by granting him his patents. In the autumn of 1862 Mr. Alexander L. Holley, while in England, was impressed with the importance of Mr. Bessemer's inven¬tion, and so fully foresaw its future, that, upon his return to the United States, he induced Messrs. John A. Griswold and John F. Winslow, of Troy, New York, to join him in endeavoring to possess Bessemer's American patents. Mr. Holley returned to England in

Jan 1, 1877

By Richard P. Rothwell

THOUGH coal has been mined in this country for more than a century, no systematic effort was ever successfully made to ascertain the total amount produced. The production of the Cumberland Basin, Md., and the shipments from the anthracite fields of Pennsylvania, have been placed upon record, thanks to the intelligence sand foresight of Mr. C. Slack in the former case, and to the late Mr. B. Bannan in the latter. For some of the years between 1822 and 1842, the production of the Richmond Basin was reported by Mr. R. C. Taylor, but since that date till the author undertook this work it was impossible to obtain any statement of the production of this field. A few of the newer fields, such as that of Mt. Diablo, Cal., have been fully reported, and a few of the newer States have also had this service performed by some intelligent private individuals.; but no statistics of coal production have ever been collected either by the State or General Government, if we except the returns for the years 1869-70 of the census report. During the year 1875, by great exertions, I succeeded in obtaining, and July 3d, 1875, gave in the Engineering and Mining Journal what, "though not an accurate statement of our coal production," was " by far the most full and reliable that had ever been published." Though that report showed the production of bituminous coal to be 23,630,094 gross tons, or about six million tons more than had ever before been reported, it was in reality two and a half million tons below the actual output. The more full returns I obtained for 1875 gave many figures for 1874

Jan 1, 1877

By John Henry Harden

THIS shaft, located in the northern anthracite coal-field about 2300 feet southwest from the court-house at Wilkes-Barre, in the County of Luzerne, Pa., is the property of the Lehigh & Wilkes¬Barre Coal Company. The sinking and cribbing to the solid rock (see isometrical view on Plate IX) was conducted by Mr. W. W. Kenrick. Dimensions of the earthwork to the foundation of the cribbing, 51' 1/2" long, 17' 4" wide, 31' deep. Total amount of excavation in cubic yards, 998.5. Dimensions within the permanent cribbing, 45' 4" long, 11' 16" wide, 31' deep, divided into six parts by buttons 8" x 12", each division, 7' x 11’ 16". Permanent cribbing 12" x 12"; temporary cribbing 8" x 10"; backing, 3" thick ; clay puddle to ex¬clude surface water, 12" thick; conductors, 8" x 5"; lining, 1" thick from top to bottom of the shaft. In the latter part of the year 1871, Mr. H. Murray & Son contracted with the company for the continuation of the work at the rate of four hundred dollars per yard in depth, to a point 100 feet below the Hillman seam of coal ; for the succeeding 100 feet the price to be increased twenty-five dollars per yard, and so on until the bottom rock of the Baltimore seam of coal was found. The size of the shaft within the cribbing timbers is 45 feet 4 inches by 11 feet 6 inches, having six divisions of equal dimensions, 7 feet by 11 feet 6 inches, giving room for what is known as the" standard diamond" car, whose capacity when level full is 100 cubic feet, but when loaded by the miner 4 inches above the top contains 112 cubic feet.* Two divisions of this shaft are intended for hoisting coal from the Hillman seam, two from the Baltimore seam, one for ventilation, and one for pumps. The works were planned for two pairs of direct-acting, high-pres¬sure engines, twenty-four boilers, and for an estimated output of 2500 tons of coal per day from the two seams. * Size of the "standard diamond" car, 8' 10” x 4' 3" x 2’ 8” = 100.1.4; loaded 4 inches above the top, 8' 10” x 4’ 3” x 3’ “0"= 112.7.6.

Jan 1, 1877

By Lewis M. Haupt

IT has given me great pleasure to read, in the papers recently published by this Society, the discussions on the subject of Technical Education, which were developed at the joint meeting held at the Franklin Institute in June, 1876; and since it was impossible for me to be present, I desire to improve this my first opportunity of adding the weight of my testimony and experience to what has been so ably presented by others. It is a subject about which the people need to be kept agitated, that their views may expand with the demands made for a higher and more thorough education. It is the public at large, the capitalist, the manufacturer, and the laborer, who are to be benefited more or less by this elevation of the standard of our professional schools, and it is but just, therefore, that the schools should look to them for the means with which to accomplish so desirable an object. It is no doubt to the interest of a metallurgist to employ a skilled laborer who will prevent waste by properly proportioning his materials ; by regulating the supplies of air and fuel ; by arranging his plant in the most economical manner, and by disposing of his products to the greatest advantage. The engineer is benefited by selecting for an assistant a person able to determine the values of his factors of safety for the same materials in different forms and positions, avoiding expensive suits for damages and cost of reconstruction; he should be able to so locate a road as best to fulfil the requirements of a through traffic, and yet develop local industries. But I need not multiply instances to show what all will readily concede, viz.: the advantages of a theoretical education ; that was fully demonstrated at the previous special meeting, but it is still an open question whether the practical instruction should precede, accompany, or follow the theory.

Jan 1, 1877

By Louis A. Riley

I DESIRE to submit, for the consideration and information of the members of the Institute, the following data, drawings, and tables, showing what I believe will be interesting information with regard to the diamond drill, and its uses in developing mineral lands. I would first say that the results given have been obtained during the past two years by means of two drilling machines belonging to the Lehigh Valley Coal Company, operating on their coal lands in the Mahanoy, Lehigh, and Wyoming regions. 1st. A tabulated statement, giving location of borings, date, progress, total cost, itemized cost per foot, etc. 2d. Section showing strata bored in Nos. 5 and 10 holes at Mt. Carmel, see Plate VI. 3d. Section showing strata bored in No. 19 hole at Hazleton, see Plate VI. 4th. Photograph and description of drill No. 2. From the first it will be seen that the total number of test-holes bored up to May 1st of this year is 24; 9 of these are in the Mahanoy region, 6 in the Lehigh region, and 10 in the Wyoming region, in all of which cores have been taken for the whole distance. The total distance bored is 9902 feet. The majority of the holes have been put down for the purpose of proving the lower veins of the coal series, and have had to encounter the harder rocks of the coal formation. Much of the distance has been through the lower conglomerates, going in some cases through the coarse egg conglomerate, the foundation of the coal deposit, and to the green sandstone and red shale which underlie it. These lower sandrocks and conglomer¬ates are among the hardest known to geologists, and present a formidable resistance to the exploring drill. This fact must be taken into consideration in comparisons of cost of drilling, and when considered will still further improve the very favorable results I am able to show in my statement of costs. In illustration, I will cite the work of one bit when boring in the upper or softer rocks of the Wyoming region, where 280 feet were obtained without resetting, while in the Lehigh and Mahanoy regions, in the lower and harder rocks, bits set with the same quality of diamonds would only bore from 3 to 20 feet before being worn out. In this connection it may

Jan 1, 1877

By A. Henry

THE manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant strength, and by the employment of wrought-iron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows : A pile of puddled bars of the general form of the wheel to be made is prepared,

Jan 1, 1877

To the American Institute of Mining Engineers: The committee appointed at the February meeting upon Railway Resistances would respectfully report: That one person has been constantly employed in calculating the results of the data taken prior to March 1st, 1876. Also to complete the data taken upon the Lake Shore and Michigan Southern Railway, a diagram was taken upon a through freight train from Cleveland to Chicago, and one from Chicago to Cleveland. So that now we have diagrams from Buffalo to Chicago and return, which, when fully worked up, will give results of the utmost importance in determining the cost of transportation of freight. These data will be of much importance in determining the proper methods of equating grades and curves, which is so essential in the location of new lines. The calculations show that instead of our attempting to formulate results from data obtained on one road, it will be best for the in¬terests of transportation to enlarge the scope of our inquiries, and to extend the experiments so as to include all of the more probable causes which affect the cost of transportation. Were the details of railway equipment constructed alike, much work, which is now necessary, would be saved. It is not uncommon to find upon the same road 10 to 30 different patterns of something in construction to subserve the same purpose, which more or less modifies the friction of the cars. Take the majority of our trunk lines, with this diversity of construction, together with the varying conditions of track and manner of operating, and it will be at once seen that the labor and time to do the work and arrive at correct conclusions will occupy from two to three years. The results already attained in the short time in which they have been carried on, wholly by private enterprise, simply show what may be expected when the aid necessary is given to render them of the highest value to the great industries of the country. That the information may be general and of the greatest importance to our railway interests, the committee deem it advisable to secure, so * The following report, made at the June meeting of the Institute, is inserted in this place as appropriately supplementing the original communication of Mr. Dudley.

Jan 1, 1876

By P. H. Dudley

I HAVE taken the liberty of calling the researches herein mentioned industrial, to distinguish them from those strictly scientific, where every known appliance is used to insure accuracy in determining principles. The industrial researches are made to ascertain wherein we have failed to embody, in practice, the principles which have been fully demonstrated by the more purely scientific investigations. So far the researches have been mostly confined to the conditions of combustion as used in locomotive furnaces, although we have examined, to some extent, furnaces under marine and stationary boilers. The products of complete combustion are gases, and, knowing what we should have, it is at once shown by analyzing the products whether the desired reactions are taking place. In spite of imperfect furnaces, lack of system in the arrangement of grate-bars and exhaust nozzles, the results are not altogether vitiated, because the analyses are not closer than one-tenth of one per cent., as under the present conditions it is hardly possible to collect gas exactly under the same conditions at different times. All of our industrial operations have developed in the past few years so rapidly, nearly all of them paying, that, until within the past three years, comparatively little attention has been given to their economy outside of the profession. Great corporations have not asked and considered the question in earnest, can we utilize our heat so as to produce the same effect at less cost? The applications of heat are so extensive, entering into every branch of industry, the principal power used to carry on metallurgical processes, to conduct transportation, that its economical generation becomes of universal importance; in fact, its economical generation and application is the leading industrial question of the day. It is stated by those who have given the subject much attention, that in our best steam-engines not over 10 per cent of the theoretical value of the fuel is utilized, and upon locomotives it is far less, probably not exceeding under the most favorable circumstances 5 or 6 per cent. In recent experiments made with the dynagraph, in drawing trains upon the Lake Shore and Michigan Southern Railway from Cleveland to Erie, 95i miles, we found the force required to draw a stock train of 709 tons to be 2,498,396,320 foot-pounds, exclusive of the force to move the locomotive itself. We

Jan 1, 1876

By Richard P. Rothwell

FIRES in mines are so serious in their consequences and of such frequent occurrence, that their causes and the means of extinguishing them are certainly questions of the greatest interest to a large part of the engineering profession. We have already, in this country, many mines which have been burning for years, and though our hard anthracite is so difficult to ignite that for a quarter of a century after it was first discovered it was not known how to burn it except with the aid of an artificial blast, yet most of the fires which have occurred underground have been in anthracite mines, and in the coal itself. The injury which these fires have caused to properties in various parts of the anthracite regions, and the cost of extinguishing them, would amount to many millions of dollars, and they have also occasioned the loss of many valuable lives. It is not surprising, therefore, that the subject has already attracted much attention, and the exercise of great ingenuity ; and the present communication is made less with the expectation of announcing anything new, than with the object of putting upon record the present state of our knowledge on this subject, or, in other words, of indicating how defective are the present means of combating underground conflagrations. (Causes of Mine Fires.-Even upon the surface, fire is a terrible foe to contend with, and there is probably no other which inspires such thorough and well-founded alarm. With what feelings, then, must we look upon this destructive element, when its field is in the narrow galleries of a mine, where the poisonous products of combustion, spreading in every direction, protect, in the most effectual manner, the fire itself from the attacks of extinguishers, while, if the face of attack be ventilated so as to enable them to approach the seat of the fire, the air current simply increases the extent and violence of the conflagration. Fires underground originate in as various ways as those on the surface, and it is scarcely necessary to say that, except in the rare cases where they are the result of design, they are invariably classed as " accidents," and most generally as " unavoidable accidents." In reality, by an intelligent understanding of their causes and with due precautions, they can almost always be prevented. Ignorance and

Jan 1, 1876

By A. L. Holley

THE general usage of engineers, manufacturers, and merchants, is gradually, but surely, fixing the answer to this question. In every country rails, boiler-plates, and machinery bars, whether hard or soft, are almost universally called steel, when they are made from cast ingots. Other names for the softer steels, such as " homogeneous metal," " Bessemer iron," " Martin iron," and the like, have failed to obtain general recognition. The meaning of the term steel, before it was enlarged to cover newly developing varieties, has been traced, by a recent writer, down through Percy, Shakspeare, and the Bible, in a most interesting manner, from an archaeological point of view. Undoubtedly, it did characterize hardness and other qualities imparted by carbon. It is within the memory of most of us, that all steels were tool steels, and that the soft, structural varieties were introduced-varieties which harden but little, which bend cold, and which, in many physical properties, are akin rather to wrought-iron than to tool-steel. But, since both the hard and the soft steels are made by the same processes, and have their great, distinguishing structural feature in common, viz., homogeneity resulting from fluidity, it has come to pass, despite every other proposed nomenclature, that all the compounds of iron which have been cast in malleable masses, are called steel, the term wrought-iron being still confined to malleable iron made from pasty masses, and hence laminated in structure. No inconvenience has been found, so far, in distinguishing between the more or less carburized products, in general, by the terms " high-steel," " low-steel," " tool-steel," etc., and, in particular, by prefixing the percentage of carbon and other ingredients, to the terra steel. Steels which contain distinguishing ingredients other than carbon, are called "chrome-steel," " titanium-steel," and the like, just as variously compounded bronzes are called "phosphor bronze," "alu¬minium bronze," etc. Thus the combination of several words or symbols, and figures, may completely disclose the characters of the metal, in terms that are subject to no misunderstanding. But inasmuch as several high metallurgical authorities and clever writers have of late proposed to disturb this natural and somewhat settled nomenclature, it seems important to consider the claims of the various classifications. I shall attempt, in this paper, to show

Jan 1, 1876

By John A. Church

IN the year 1874, when the price of pig-iron was still high, that staple product became the subject of discussion in the newspapers and among those philosophers who are determined to know the "reason why" for all things. The object of the inquiry was to find out why iron did not fall in price as much as some other things had fallen. Indeed, there seemed to be an impression that iron and gold ought to move on nearly parallel lines, for the fact was constantly brought forward that iron then cost twice as much as it did before the war, though gold had returned to within twelve or fifteen per cent. of its former value. After some time the papers, by what seemed to be nearly unanimous consent, reached the conclusion that the maintenance of high prices was the work of the furnace proprietors, who, as the result of their shrewdness, were pocketing enormous profits. No proof was given to support this opinion, and the figures of cost and sale that were produced were of the most general kind, and used in the most vague manner. Visiting the president of the Thomas Iron Company, whose great works at Hokendaqua and Catasauqua, in Pennsylvania, are so well known as the largest and among the best conducted in America, I found him quite willing to meet the vague suspicions of the newspaper wiseacres, by a publication of the figures contained in the furnace-books of his company. These were accordingly given to the world through the Engineering and Mining Journal, and attracted the general attention they so well deserve. Though my own name became connected with these statistics, from the fact that I used them as the basis for the first attempt ever made to calculate the furnace economy of an American works, I can, without the suspicion of egotism, say that the statistics referred to are the most valuable contribution the literature of American blast-furnace work has yet received, for their interest is independent of personal considerations, and due entirely to the fact that they represent faithfully the details of practice in one of the most prominent American works. They are an exact transcript of the furnace-books, and form a body of accurate information of the greatest value to the metallurgical student. Their importance is shown by the fact that though the theoretical conclusions which I based upon them have been several times attacked, not one of my critics has made the slightest contribution to

Jan 1, 1876

By Albert H. Chester

DURING the summer of 1875 I visited some of the iron mines of Houghton County, Mich., and was quite interested to observe the progress made there within a. few years. Working in open pits is gradually giving place to underground work in most of the mines where this system is practicable. In some cases, as in the Lake Superior Mine, the body of ore is so irregular, and the deposit so liable at any time to be pinched out, or nearly so, that it has been found impractical, if not impossible, to lay out any plan for systematic underground work. But in many other mines the deposit is so regular in character, that the work can be laid out in shafts at regu¬lar intervals, and a series of 60 feet levels. The Michigammi Mine, opened in 1872, and first worked in 1873, is arranged on this plan, though some quarrying is still done. But the men are being put at overhead stoping as fast as it can be got ready for them, and before long it will all be worked in this way. The New York Mine is undergoing a similar change to the pillar system, and several others have either been changed, or it is about to be done. My principal object in visiting this region was to obtain samples from some of the important mines, so as to be able to answer the question : "What is the average percentage of iron in the Lake Superior ores?" Most iron furnaces work on mixtures of ore, so that it is impossible to tell, from their records, just the percentage in each one.

Jan 1, 1876

By Frederick Prime

AT the last meeting of the Institute, Mr. A. L. Holley read a paper on "Steel," in which he proposes for it a definition so opposed to the one generally received, as to call for some remarks. Until within the last five or six years there has been no dispute on the subject, and it seems worth while to investigate the matter. For not only does a proper tax on all importations depend on a proper appreciation of the term steel, but it is necessary to know whether steel, or wrought-iron, or homogeneous iron are requisite in all processes of manufacture in which malleable iron is employed, on account of cost, strength, etc. Karsteu* says : " Iron may be obtained, either as an unforgeable, unweldable metal, which melts at a high heat, termed cast-iron; or as a ductile, weldable, soft metal, which can only be melted at the * Karsten, Handbuch der Eisenhüttenkunde, 3d ed., vol. i, p. 6. Berlin, 1841.

Jan 1, 1876

By T. Egleston

AT the Dover meeting of the Institute, Mr. F. A. Canfield showed some of the members a machine which he had invented for dressing mineralogical and geological specimens, which he has since modified and brought to such a high state of perfection, that after having used it for several months in preparing specimens for the cabinet of the

Jan 1, 1876

By B. Prof. Silliman

THE experiments detailed by Dr. Hunt,* having demonstrated the fact that the copper contained in the "clay ore" of Jones's Mine, was rendered completely soluble in the bath of ferrous chloride, used in the Hunt and Douglas process, after heating in contact with carbonaceous matter in a close vessel, I set myself to devise a form of muffle furnace adapted to the treatment of large quantities of these and similar ores by a continuous process. The result is shown in the diagrams on Plate X, reduced from the working drawings, after which this furnace was built early in 1876, at Phoenixville, by the Chemical Copper Company on their works at this place. The peculiar character of this ore determined the form, dimensions, and position, with reference to charging and discharging of these muffles. The ore arrived from the mine with from 20 to 25 per cent. of moisture, and when dried at 212° F., or more slowly at lower temperature, it falls to a light incoherent powder, with occasional lumps of undecomposed rock. In this condition it is readily mingled with coal-dust or any like reducing agent, and requires no other preparation for the muffle than the use of the shovel, to mix it well with the reducing agent. As it is a remarkably good non-conductor of heat, it was obvious that the mass, to be heated through in a reasonable time, must not be too thick, while the weight of the mass must be sustained in a way to avoid undue strain upon the walls of the muffle. These walls must be as thin as practicable, to favor the more rapid transmission of heat, and must, therefore, be so con¬structed as to admit of being stayed on the sides at frequent intervals to resist the lateral thrust of the very mobile mass of pulverulent ore, which, for obvious reasons, must be charged at the top and drawn from the bottom of each chamber. These considerations led to the form adopted, viz., two vertical muffles, standing upon very strong bridge tiles, seen in longitudinal section, on the line E, F, and in plan in Fig. 3, on the same plane. (Plate X.) The vertical section of the muffle is seen in Fig. 4, drawn in the plane G, H, of the longitudinal section, Fig. 6, which is the key to all sections. The walls of the muffles are built of the best firebrick, very care- * See paper by Dr. Hunt, page 325.

Jan 1, 1876

By I. L. Bell

The ironmasters of America had asked the Iron and Steel Institute to visit the USA. The Council decided it was not possible to accept, but Mr. Bell visited; this is an account of his trip. Topics covered include transport, charcoal, coal measures, coal, anthracite, bituminous coal, flux, magnetic iron ore, specular iron ore, limonite, red hematite, clay ironstone, black band ironstone, smelting works, blast furnaces of Pennsylvania, Lake Champlain furnaces, Lake Superior furnaces, Cleveland furnaces, Pittsburg furnaces, Missouri furnaces, and those of the southern states. He goes on to describe Catalan hearths, malleable iron works, Bessemer works, the Blair steel process, and labour.

Jan 12, 1875

By T. Egleston

THE ores of mercury of North California are composed of metallic mercury and cinnabar. They are found in serpentine, and are very often associated with chalcedony, in masses more or less irregular, often concentrated enough, however, to furnish ores yielding from three to ten per cent., and sometimes richer. This deposit makes its appearance in Vallejo where it has been worked. North of here the mines are more developed. Most of the quicksilver mines, how¬ever, are situated in Sonoma and Napa Counties. On its outcrop the serpentine rocks have become decomposed, and have often been washed away to a considerable depth, so that in many cases in their neighborhood, what is apparently nothing but ordinary dirt, will frequently contain from two to three per cent. of metallic mercury, with but a trace of cinnabar, in which case, as at the Sonoma mine, it is made up into adobes and distilled. Such material does not require to be mixed with dirt to be made into adobes. Very often, also, the outcrop of the rock, where it is not decomposed, is filled with metallic mercury, so that by striking a pick into it, as at the Rattle-snake mine, a pound or more of mercury at a time will sometimes spurt out. Such rock as this is found in several localities in every stage of impregnation, and usually makes very rich ore. There is generally, however, very little of it, and it is found only in the first workings ; the ore in depth is always cinnabar. At the Rattlesnake mine near Pine Flat, where large quantities of metallic mercury are found, the rock contains so much petroleum that it has been necessary to make special arrangements to burn the carbides of hydrogen, since the distillation of the petroleum causes an extra quantity of poor soot to be formed in the condensation-chambers. At the Geysers the ore is associated with large quantities of sulphur and gypsum, so that in a hand specimen there is often more sulphur than cinnabar, which is a serious impediment to working, especially for the modern style of furnace with iron condensers, and causes so much soot to be formed that it has been known to penetrate as far as the blower, and to so completely clog it as to prevent its revolution. The ore coming from the mine is more or less hand-picked. In one or two cases attempts have been made to treat the poorest, and especially the very fine ores, mechanically as at the California works.

Jan 1, 1875

By T. M. Williams

DURING the year just ended we have had three great fires in the mines in the Wilkes-Barre district. One at the Empire Colliery, one at the Prospect shaft, and the other at the Baltimore old mine. It is proposed in this paper to give a brief history of the fire at the Empire Colliery, and the methods employed in extinguishing it. The fire was first discovered breaking out in the air-stack, alongside what is known as the " Kidder Plane," about one o'clock on the morning of December 31st, 1873. Subsequently it was ascertained that the fire originated in the return airway somewhere near the steam boiler, located inside the mine, near the head of No. 5 slope. The coal from this slope was hoisted to the shaft gangway, at a point nearly four thousand feet distant from the foot of the shaft. As there were from four to five hundred mine cars hoisted per day from this slope the steam boilers were located at this place. The mines being of considerable extent required a large volume of pure air for ventilation, and no fan having been erected at this slope at the time, the heat from the boiler was made use of to assist ventilation, by conveying the return air from No. 5 slope into the large airway made from these boilers to the surface through the old "Kidder slope" to the stack where the fire was first discovered. The length of this slope or airway was about one thousand feet, with a sectional area of about sixty feet. The quantity of air passing through it must have been over sixty thousand cubic feet per minute

Jan 1, 1875

By Henry Wurtz

OBSERVING in the Engineering and Mining Journal, of January 16th, 1875, page 35, a report of a brief discussion upon the nature and origin of this unique and interesting coal, I take the liberty-on thus finding it a subject of interest to members of the Institute, and especially as my name came into this discussion-to communicate some results which may serve at least to overthrow certain erroneous ideas that have prevailed. While I would not claim to have made much approach to an understanding of this mineral-the whole of what I call Apozoic Mineralogy being as yet dark and almost unknown ground-yet I believe I have shown that few minerals of such importance and abundance, and so long before the world, have been so singularly misunderstood. On first examination of a sample of the substance to which the name of carbonite has been given, my surprise was not small, at failing to recognize in it one individual characteristic of true coke; neither the hardness, lustre, color, streak, porosity, sonorosity, structure, fracture, nor any of the so-called "pyrognostic" characters. Indeed, comparison with any coke, or variety or modification thereof, seemed altogether fantastic. Therefore the controversy regarding supposed trap dykes, whose existence at the locality is denied by some, seems useless, as we have no question of a natural coking, there having been no coking at all.

Jan 1, 1875

By Persifor Frazer

THERE is always a difficulty in assigning limits to the scope of a science or art, and among the difficulties of that kind besetting practical or stratigraphical geology is that of determining what kinds of natural objects shall be considered as the goals of its search. The term mineral, in its broader sense, includes every solid, liquid, or

Jan 1, 1875