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By Max Roesler

Page I. Introduction........................... 78 Location.......................... 78 Scope of Work and Acknowledgments.............. 79 History and Mining...................... 80 I1. Topography and its Interpretation................. 80 III. Petrology............................ 82 Sedimentary Rocks...................... 82 Description....................... 82 Age.......................... 84 Igneous Rocks........................ 85 Diabasic Rocks..................... 86 Dioritic Rocks...................... 87 Granitic Rocks...................... 88 Later Dike Rocks.................... 88 IV. Areal Geology.......................... 88 Rock Types Found in the District............... 88 Distribution of the Various Rock Types............. 89 Surface Distribution................... 89 Vertical Distribution................... 90 Causes of Present Areal and Vertical Distribution of the Various Rock Types..................... 91 Faulting...................... 91 Magmatic Differenti~tion............... 91 Tilting........................ 95 Erosion....................... 96 V. General Description of Ore Deposits................ 96 Nature of Ore ........................ 96 Shap~ and Size of Orebodies.................. 96 Geologic Position....................... 97 Mineralogy......................... 98 Distribution....................... 98 Interpretation...................... 99 Superficial Alteration................... 102 VI. Genesis of the Ore Deposits.................... 104 Previous Theories...................... 104 J. P. Kimball...................... 104

Jan 1, 1917

By H. M. Crankshaw

The early methods of mining anthracite in the steep pitching Mammoth bed consisted in driving breasts up the pitch from the gangways and airways driven in the bed along the strike (Plate 2, Fig. 1). Breasts are simply rooms driven up the pitch the full thickness of the bed (Plate 2, Fig. 2), having a width of from 18 to 30 ft., and a manway or traveling way on one or both sides. (For detail of breast method see Whildin, Trans., vol. 50, p. 704). Many difficulties were encountered, and the maintenance cost of the timbered gangways was so great as to be practically prohibitive. To reduce this expense, the gangways were driven in the thin Skidmore bed underlying the Mammoth, and the coal mined through rock holes. (Plate 2, Fig. 2, A.) It was found that after the breasts were driven up 80 to 100 ft., the coal almost invariably rushed or "ran away," making good ventilation almost impossible and the extraction of coal from the upper portion of the lift very difficult. The economic length of a lift is from 200 to 250 ft., and the percentage of extraction by the old method above mentioned was often under 50 per cent., while the coal recovered was so badly broken up as to reduce materially the percentage of large sizes. Principles of Present Mining Methods The present methods designed for the recovery of a maximum percentage of coal and a maximum yield of the prepared sizes depends largely on the following principles: First.—Formerly the practice in mining bituminous coal was to space rooms so that as much coal as possible could be extracted in first mining (Plate 3). The small pillars were often lost, and an improvement in total extraction was found in the system of driving narrow rooms with wide pillars, with a much larger final recovery (Plate 4). Second.—The early method of ventilation was to maintain a single

Jan 1, 1917

By L. S. Pratt

In 1910 the author was engaged in a qualitative study of the radioactivity of several chemical substances and a few minerals. In the course of the work he studied the mineral allanite (obtained from granite ledges at Topsham, Maine), and found it to be appreciably radio-active. Recently the fact was brought to his attention that the radio-activity of allanite is not well known, although Hon. R. J. Strutt in 1905 published a list of radio-active minerals with their analyses, including allanite from Amherst County, Virginia.' In the work done, a standard type of electroscope was used, and the readings were made with a telescope, fitted with a scale, by means of which the rate of discharge could be readily determined. The natural "leak" of the instrument was carefully determined, and all results corrected accordingly. The method of study was as follows: The material to be tested was finely powdered, and spread over the bottom of a small, inactive pan. The electroscope was then charged, and the pan placed in position. The door of the instrument was closed, and the rate of discharge carefully determined. All results were reduced to common form to permit of comparison. It is to be noted that the materials tested were not used in strictly comparable quantities, such as if 1 g. of each had been used, but about the same quantity of powder was used (in the cases of the solid substances), so that the results are qualitatively accurate. The results obtained were the following, reduced to common form and corrected for the natural "leak" of the instrument used: Mm. in 6 Min. (on Scale) "Leak1'...................................... 1 Radium residue (in pan)....................... 720 Thorianite.................................... 62 Nernst mantle................................ 17 Uranium nitrate............................... 11 Allanite ...................................... 3

Jan 1, 1917

Jan 1, 1917

By Frank Van Horn

IT is customary to ascribe two general modes of occurrence to natural gas, namely shale. gas which, as the name indicates, is found in' shale, and reservoir gas, which occurs ill sandstone, conglomerate and dolomitic limestone. Both of these types are found in the Cleveland district. The shale gas has been produced on a small scale for a long period of years, probably dating back as far as 1883. Shale gas is a low-pressure gas, small in volume with variable pressure, and is limited to no definite horizon. It is generally independent of oil, may last for a long time, and is not dependent to any great extent on the structure of the rocks. There are many such wells in the district which range from 400 to 1,840 ft. in depth, although most have been completed at about 800 ft. This indicates that the wells pass through the Cleveland and Chagrin shales into the Huron or Portage shale of the Upper Devonian. During the last 2 years great interest has developed in a deeper-seated reservoir gas. What is commonly called reservoir gas is generally a high-pressure gas occurring in large volume at a definite horizon. Oil may, or may not, be associated with the gas, and in most regions in which reservoir gas is found, the geological structure is of great importance. This type of gas occurs in all large fields such as those of West Virginia which have been supplying Cleveland until the recent discovery of local gas at great depths in commercial amounts.

Jan 1, 1917

Jan 1, 1917

Jan 1, 1917

By Frank R. Van Horn

It is customary to ascribe two general modes of occurrence to natural gas, namely, shale gas which, as the name indicates, is found in shale, and reservoir gas, which occurs in sandstone, conglomerate and dolomitic limestone. Both of these types are found in the Cleveland district. The shale gas has been produced on a small scale for a long period of years, probably dating back as far as 1883. Shale gas is a low-pressure gas, small in volume with variable pressure, and is limited to no definite horizon. It is generally independent of oil, may last for a long time, and is not dependent to any great extent on the structure of the rocks. There are many such wells in the district which range from 400 to 1,840 ft. in depth, although most have been completed at about 800 ft. This indicates that the wells pass through the Cleveland and Chagrin shales into the Huron or Portage shale of the Upper Devonian. During the last 2 years great interest has developed in a deeper-seated reservoir gas. What is commonly called reservoir gas is generally a high-pressure gas occurring in large volume at a definite horizon. Oil may, or may not, be associated with the gas, and in most regions in which reservoir gas is found, the geological structure is of great importance. This type of gas occurs in all large fields such as those of West Virginia which have been supplying Cleveland until the recent discovery of local gas at great depths in commercial amounts. Historical Outline The oldest well producing reservoir gas in the district was drilled in 1886 in Newburg for what was then known as the Cleveland Rolling Mill Co. This well was 3,000 ft. deep, and was thought to have reached the "Clinton" formation. Two "sands" showing small amounts of oil were recorded in the Niagara limestone at depths of 2,658 and 2,686 ft. This is about the horizon of the so-called Newburg sand which has proved to be of some importance as a source of gas and oil by recent drilling operations. The rock pressure was reported to be 400 to 500 lb. per square inch, but since the volume was only 14,000 to 16,000 cu. ft. daily, the well was not only considered unsuccessful but was thought to prove the absence of high-pressure gas in commercial quantities in the Cleveland district.

Jan 1, 1917

By P. B. Liebermann

The resistance to motion offered by mine cars is caused principally by: Rolling friction, flange friction, bending rails, bearing friction and wind resistance. With proper construction and with a fair amount of attention and care, that is, under favorable conditions, the first three items cannot be greatly improved. The wind resistance ordinarily is negligible on account of the slow speeds commonly used. The bearing friction, however, is a variable item, depending upon the design, the bearing material, the lubrication, the location (whether in wheel-hub or on car-body) and the alignment. Under the most favorable conditions the bearing friction will reach a lowest possible value. By the development of a successful anti-friction mine-car bearing this lowest value has been improved to such an extent as to affect the whole system of mine haulage. After being satisfied of their durability and certainty of operation, any investigation into the advantages of anti-friction bearings for mine cars will have to be based upon reliable information as to the saving in power of such bearings. While numerous tests have been made in this direction, the results have not always been convincing, principally because of the rather crude methods that were employed. These crude methods are the main cause of the wide variations existing in regard to the exact amount of the frictional resistance. Frequently an ordinary spring balance is used and the pull necessary to move a certain car or train of cars is obtained by a number of readings. Such spring balances necessarily have a coarse graduation and the continuous vibration and fluctuations to which they are subjected make them highly dependent upon the individual observer. Further, they must be frequently calibrated. Sometimes these tests were made without regard to acceleration, speed or even grade. The method of using an electric locomotive as a testing device is perhaps more open to criticism than the spring-balance method, because it introduces additional sources of error: The varying electrical and mechanical losses in the locomotive. Also, such a measurement always includes the power necessary to move the locomotive itself. This means a considerable amount of figuring, and the results due to the various multiplications and corrections may be of little value, for obvious reasons. When figuring the drawbar pull from the electrical

Jan 1, 1917

By C. H. Mathewson, E. M. Thalheimer

In planning the present experiments, we have made a particular effort to secure that adjustment of working conditions which would render the forthcoming tests most serviceable by way of indicating the comparative properties of the three different commercial grades of copper used. More specifically, we have endeavored to obtain certain definite information with respect to the relative behavior under test of ordinary electrolytic copper and furnace-refined lake copper containing (a) a moderate percentage of arsenic and (b) a rather large percentage of arsenic, in addition to the usual content of silver and other impurities. These comparisons were made systematic and comprehensive by testing throughout a series of (eight) reductions running from 0 to 70 per cent. in the case of cold-rolled metal, and throughout a series of (15) temperatures running from 100' C. to 1,000" C. in the case of annealed metal. In other words, a survey of properties similar to that made by Grard,' in the case of electrolytic copper, was here repeated (with modifications) and extended to two other commercial varieties of copper. The great importance of copper both as a material of construction and as the base of our most important alloys (aside from steel) has led to innumerable investigations of its properties, particularly in commercial forms. Naturally, the merits of furnace-refined lake coppers us. those of the very pure electrolytic product have furnished the subject of much experimental work and animated discussion, wherein the effect of arsenic has by no means been overlooked. In the literature of the past 10 years,

Jan 1, 1917

By F. E. Lathe, G. A. Guess

This investigation was started with the idea of determining whether copper-nickel mattes might not have a lower flowing temperature than copper mattes, and thus perhaps aid in accounting for the difficulty so far experienced in attempts at pyritically smelting copper-nickel ores. We have used the term flowing temperature to avoid confusion with the usual melting temperature. The idea at first was that there might be a greater viscosity range in the one matte than in the other. In the early experiments it was in our minds to determine the relative fluidity of the mattes at a given temperature. Looking to this end we tried pouring equal quantities of matte at the same temperature down an inclined graphite slab, and comparing the distances traveled. Results from such experiments were not satisfactory. We next tried pouring equal quantities at the same temperature through a drilled hole in an Acheson graphite crucible, timing the flow with a stop watch, the whole operation being carried out in the muffle. The flowing temperatures of the mattes tried in this way appeared to be about the same, and there was no marked difference in their fluidity when well fused. Oxidation gave some trouble. These experiments finally led to the adoption of the following apparatus which we thought at the time was wholly original with us, but which we have since found was described by W. McA. Johnson.l The tray used was a slab of graphite 8 in. long, 2 in. wide and 1/4 in. thick. It had six holes, into each of which sat a cup of Acheson graphite. Centrally in the bottom of each cup was a vertically drilled hole 3/16 in. in diameter and 1/2 in. long. The mattes to be tested were put into the cups, in a solid piece. The cups were covered with inverted Battersea "A" cups. The tray was put into the muffle of a gas-fired furnace. Supports on each end held the tray about 2 in. from the floor of the muffle. Under

Jan 1, 1917

By Guilliaem Aertsen

THE derivation of the word tire (or tyre, as it is spelled in England) is obscure. Some dictionaries suggest that it is the aphetic form for "attire, covering," so called as being the outside covering or band of a wheel; also as a corruption of "tier," the band which holds, or "ties," the rest of the wheel together. One dictionary states: "The supposed derivation of the word is that bands were first used on wheels in the City of Tyre, Syria. " In the infancy of railroads, the tracks consisted of flat baits of iron, spiked or bolted to the upper surfaces of longitudinal timbers, which; in turn, rested upon masonry foundations. Stone blocks installed for this purpose on the old Germantown & Norristown Railroad, now the Chestnut Hill branch of the Philadelphia & Reading Railway, were to be seen for many years on the right-of-way, north of what is now. Wayne Junc-tion, Philadelphia, Pa. The "cornerstone" of the Baltimore & Ohio Railroad was laid Apr. 4, 1828, and the first locomotive in America was built by Peter Cooper at the St. Clair Works, Baltimore, Md., in 1829 "to demonstrate its adaptability to a curved road." It is believed that the first successful locomotive was built in Philadelphia by Tyler & Baldwin in 1832 for the Germantown & Norristown Railroad. Rufus Tyler-and Matthias Baldwin were brothers-in-law; the latter's name will he identified with American locomotives until locomotives are forgotten. The Wheels on these first locomotives, designed to run on this primitive rail, were shod with plain iron bands, bent and welded. The flanges consisted. of separate iron bands, bent sidewise, welded, and, bolted to the sides of the wooden follies, or rings. Before many years had elapsed the tires were fabricated of iron bands, rolled in one, piece with the flange projection on the side. The tire for each wheel was bent and welded and subsequently attached to the wheel center by shrinkage, bolts, rivets and various mechanical devices.

Jan 1, 1917

By Carl Henrich

I have read with particular interest that portion of the discussion by Anton Eilers referring to the high-lime (and also high-alumina) slags made by August Raht in 1881, while smelting the Horn Silver ores at Franklin, Utah. The two analyses of such slags, furnished by Mr. Raht to Mr. Eilers are: (a) Not determined in this analysis. (b) Not given in Mr. Eilers' paper. Oxygen ratio, A1 as base. I. 0 in acid: O in base:: 18.1:18.9:: 0.96:1 11. 0 in acid :O in base:: 18.7:17.5::1.06:1 Average: 18.4:18.15=1.01:l Oxygen ratio, AI as acid. I. O in acid: O in base: :23.2:13.8:: 1.68:1 11. O in acid: O in base::23.1:13.5:: 1.76:1 Average: 23.15:13.4 = 1.73:l By assigning to alumina the the of a base, Mr. Eilers deduces the formula 3Feo.-2SiOa + 4Cao.2SiO². The nearest approach to a simple formula expressing the average composition of these slags, which I can figure, is 9RO.Al2O3.6SiO2. Allowing a ratio of 4Feo : 5Cao, we have for this formula:

Jan 1, 1917

PRESIDENT OF THE COUNCIL. D. W. BRUNTON DENVER, COLO. (Term expires February, 1911.) VICE-PRESIDENTS OF THE COUNCIL. W. C. RALSTON SAN FRANCISCO, CAL. W. L. SAUNDERS NEW YORK, N. Y. H. V. WINCHELL ST. PAUL, MINN.¬ (Term expires February, 1911.) BENJAMIN B. LAWRENCE NEW YORK, N. Y. JOSEPH W. RICHARDS SOUTH BETHLEHEM, PA. ALBERT SAUVEUR CAMBRIDGE, MASS. (Term expires February, 1912.)

Jan 1, 1917

Receipts, Jan. 1, 1914, to Dec. 31, 1914 Cash on hand, Jan, 1 1914 General Funds $1,843.54 Special Funds 1,039.00 $2,882.54 Initiation Fees $8,500.00 Annual Dues 44,060.84 Life Memberships 1,950.00 54,510.84 Sale of Transactions 4,798.87 Sale of Binding 10,029.06 Sale of Bulletins and Pamphlets 2,508.25 Sale of Special Editions 1,290.74 Sale of Advertising 8,783.29 Sale of Library Books 54.97 Sale of Pins and Fobs 347.65 Miscellaneous Sales 21.66 Space Released 5,943.00 Interest on Investments and Bank Deposits 230.15 34,016.64

Jan 1, 1917

By H. Kenyon Burch

PaQe Introduction.............................................................. 708 Plant Sites................................................................ 709 Type of Construction...................................................... 710 Mine Plant............................................................... 710 Dual Arrangement.................................................... 711 Underground Haulage............................................. 711 Tipples........................................................... 712 Underground Pockets............................................. 712 Automatic Measuring and Loading Devices......................... 712 Shafts ............................................................. 716 Ore and Spillage Skips............................................ 716 Automatic Hoists................................................. 716 Man Elevator..................................................... 717 Crushing Plant....................................................... 718 Storage Bin........................................................... 720 Sampling Plant....................................................... 720 Motors and Other Equipment.......................................... 721 Compressor Equipment................................................ 721 Concentrator............................................................. 722 600-Ton Test Mill..................................................... 722 The 15,OO0-Ton Concentrator...................................... 726 Grinding Section.................................................. 726 Floor Arrangement........................................... 726 Marcy Ball Mills............................................. 729 Performance of Crushing Machines............................ 730 Flotation Section.................................................. 780 . Flow-Sheet with Callow Flotation Cells....................... 731 Flow-Sheet with the Inspiration Flotation hfachines............. 731 Flotation Air Supply.......................................... 733 Concentrates Filter Plant.......................................... 733 Drag Classifiers................................................... 733 Tailing Settling System........................................... 735 200-Ft. Dorr Thickener ...................................... 736 General Equipment and Supplies.......................................... 737 Water Supply......................................................... 737 Power Supply......................................................... 737 Transformer Stations.................................................. 738 Shops and Railroad Facilities.......................................... 739 Conclusion................................................................ 740

Jan 1, 1917

PRESIDENTS L. D. RICKETTS, NEW YORK, N. Y. PAST PRESIDENTS BENJAMIN B. THAYER, NEW YORK, N. Y. WILLIAM L. SAUNDERS, NEW YORK, N. Y FIRST VICE-PRESIDENT SIDNEY J. JENNINGS, NEW YORK, N. Y. TREASURER GEORGE C. STONE, NEW YORK, N. Y.

Jan 1, 1917

Vice-Chairmen GEORGE D. BARRON, PHILIP N. MOORE, EDWARD H. BENJAMIN, ROBERT H. RICHARDS, FRED H. BOSTWICK, MILNOR ROBERTS. ELI T. CONNER, CARL SCHOLZ. C. R. CORNING, WILLIAM WRAITH, WALTER DOUGLAS, THOMAS T. READ, Secretary, Woolworth Bldg.. New York, N. Y.

Jan 1, 1917

By S. Norton, S. LeFevre

In the West, capitalists have expended many millions of dollars developing the low-grade porphyry ores of copper. Half a dozen of these great enterprises have proved to be wonderful commercial successes. They have demanded improved crushing and concentrating machinery and consequently it has been developed. Many improved methods, cheap power, superior business organization, all these have contributed to this success, but the main feature is the handling of the material in enormous quantities, on a manufacturing scale. The mining chance of "striking it rich" has been eliminated by the manufacturing certainty of handling large quantities of material of known value, which while of relatively low grade, is available in large tonnages, assuring a supply for many years' run of the mill. Then the returns on the money invested are sure. The concentration of low-grade magnetic iron ores, separating the magnetite crystals from the gangue by the use of magnets, is a field of work in which the lessons taught by the development of the porphyry coppers can be studied to advantage. Large-scale operations, and the liberal expenditure of enough money at the start to insure the most economical operations, are the means of securing the desired results. The problem is to utilize millions of tons, and we may safely say billions of tons, of now worthless iron-bearing rock and to produce from it 10,000,000 to 20,000,000 tons per year of high-grade ore carrying 60 per cent. iron or higher; to take the lean material as found in nature, varying widely in iron content, and bring it up to a uniform standard of shipping ore. At present these ores are mined carrying from 25 to 50 per cent, iron, and the shipping product is brought up to 60 or 65 per cent. Fe. If future economies of operation make it possible to extend this process so that 15 per cent. iron in the crude ore can be treated as a commercial success, the additional tonnage available will be enormous. A 15 per cent. Fe crude ore raised to 60 per cent. Fe concentrate with 5 per cent.

Jan 1, 1917

By Charles Legrand

The power plant of the Burro Mountain Copper Co. is located near Tyrone, N. M., at 5,950 ft, elevation. It is interesting because it uses the largest stationary Diesel engines in the United States. The general layout of the plant is shown in Figs. 1 and 2. The building is of steel-frame construction with hollow-tile walls and corrugated-iron roof; the floor is concrete and all windows have steel frames, making a fireproof building. The building is made to accommodate one more electric generator unit, which is being installed; also two 4,000-cu. ft. air compressors direct-connected to three-cylinder engines with the same size cylinders as the electric units. The power plant consists of two 815-kva., 60-cycle, three-phase, 6,600-volt, 180-r.p.m. generators, direct-connected to five-cylinder, two-cycle Diesel engines; the necessary circulating pumps for cooling water, cooling towers and oil storage tanks. A portion of the power is used in the same building as the generating units to run one of two 200-kw. rotary converters delivering 260-volt direct current, and a 2,500-cu. ft. air compressor, delivering air at 95 1b.-pressure, direct-connected to a 400-hp., 6,600-volt, three-phase synchronous motor. The remainder of the power is used to run a 1,500-ton concentrating mill 3 1/2 miles from the power house, various hoists, pumps and motors about the mines and the lighting and water-works of the town of Tyrone. The direct current is used for electric traction in the mine, also to run hoists and motors that were installed before the new power plant was built. Due to the large hoists that take starting peaks of 250 kw. and the 10-ton electric locomotive that takes at times 150 kw., the load is extremely variable, as shown in Fig. 3. The two five-cylinder vertical Diesel engines, which are rated at 1,250 b.hp. at sea level, have cylinders of 525-mm. diameter (20.6 in.) and

Jan 1, 1917