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By AIME AIME

Council.* PRESIDENT OF THE COUNCIL. ROBERT W. HUNT CHICAGO, ILL. (Term expires February, 1907.) VICE-PRESIDENTS OF THE COUNCIL. WILLIAM P. BLAKE TUCSON, ARIZ. THOMAS F. COLE DULUTH, MINN. IRVING A. STEARNS WILKES-BARRE, PA. (Term expires February, 1907.) HENRY AL HOWE NEW YORK, N. Y. J. B. GRANT DENVER, COLO. JAMES D. HAGUE NEW YORK, N. Y. (Term expires February, 1909.)

Jan 1, 1907

By Thomas L. Watson

MY thanks are due to Mr. Frank Firmstone, Easton, Pa., who has called my attention to the statement in my papers that " Barite, fluorite and quartz, though not observed in the Tennessee area," . . . as possibly misleading to the reader, if construed to mean that such a discovery had never been made. Mr. Firmstone is correct in assuming that this statement referred only to the study of the worked areas of the metallic ores, especially zinc, made in the course of the survey upon which my paper was based. The occurrence of barite and fluorite with lead-ores in Tennessee was reported by Prof. Safford,2 in 1869, and by Safford and Killebrew,3 in 1887, with the further statement that about 1,000,000 lb. of barite were annually mined in Greene, Washington and Jefferson counties, Tenn., and that considerable deposits occur also in McMinn, Smith and other counties. It is also noted that the barite ".usually occurs in veins, associated with galena." The present worked areas of barite are, however, distinct barite propositions, without workable quantities of either lead or zinc, so far as mining operations have gone, and the areas are more or less removed from the present areas of zinc-ores. Mr. Firmstone informs me also that, in 1892, he observed, in the magnesian limestone at Watauga Point, in Carter county, on the left bank of the Watauga river, a little below the mouth of Buffalo creek, small quantities of galena and some fluorite.

Jan 1, 1907

By W. S. Ayres

I. INTRODUCTION. THIS cavern was discovered Oct. 22, 1904, by Mr. Charles H. Deutschman, in company with whom I made, May 29 to June 3, 1905, at the request of Mr. Howard Douglas, Superintendent of the Canadian National Parks, the first exploration of it for the Canadian government. The results were stated in a paper, orally presented, with lantern-views from my photographs, at the British Columbia Meeting of the Institute, Victoria,, B. C., July 5, 1905.* The present paper embodies also the results of a second examination, made Oct. 25 to 29, 1905. The accompanying map, Fig. 1, will serve as a guide to the following description. II. LOCATION. The cavern is situated at snow-line, at the head-waters of Cougar creek, on the west slopes of the Selkirks, about 2 miles north from Ross Peak water-tank, and 5.5 miles west from Glacier House, on the main line of the Canadian Pacific Railway. It was then reached by an arduous climb from the water-tank, up the ravine of Cougar creek, for 8,000 ft. (2,000 ft. of altitude) over rock- and snow-slides, and through a thick tangle of alders. But an easy and very picturesque trail has, during the past summer, been opened by the government from Glacier House. Figs. 2, 3 and 4 represent views, not heretofore published, of the grand scenery of this region, so rapidly becoming the-object of attraction to thousands of tourists from all parts of the world. These views, as well as those shown in. Figs. 5, 6, 7, 8

Jan 1, 1907

Robert W. Hunt, Chicago, Ill.:—It has been my good fortune to know of this development of Mr. York's for some time, and I think he will permit me to say that this is not the first demonstration that he has made of his method for rolling difficult shapes, and which, as he has stated, had in the past been regarded as practically impossible. I have good reason to know that Mr. York has been successful on other lines, because I myself went through a period of professional disrepute for having reported favorably on his methods, which received discredit up to the time that it was practically demonstrated that his claims were true ones. Years ago Mr. York built a mill at Duluth, Minn., for the production of structural shapes, and notably of what might be called balanced beams—beams that did not have flanges of restricted width. His scheme was to produce beams with flanges so wide that they could be used in place of built-up beams. The mill, of course, went through the difficulties that such a mill would have to encounter. I mas called upon to make an examination of the property and report. These beams were rolled on a universal mill—a mill which would admit of various-sized sections without change of rolls. I was convinced that Mr. York could do it, and I so reported. Having received condemnation and ridicule for having taken that position, later on I was glad to find that Mr. John Fritz had come to the same conclusion, and had so reported. I concluded we both could rest content, while awaiting developments. Later still, as we all know, there was another difficulty that Mr. York met with—namely, that the architects or structural engineers would not accept his proposed sections. That is still a great difficulty in America. Later, the Grey mill came into successful operation in Luxemburg, producing such sections, which are being used in England and on the Continent. In fact, the whole process, both from a commercial and a mechanical point of view, is a success. The Bethlehem Steel Co., Bethlehem, Pa.,

Jan 1, 1907

By K. Reinhardt

THE idea of burning blast-furnace gases directly in gas-engines, instead of under steam-boilers, as had previously been done, was first put into practice barely ten years ago, almost simultaneously in Great Britain, Germany and Belgium. The pioneers of this movement made their first experiments with small engines. After these experiments had given satisfactory results, and it had been shown that the thermal value of the poor blast-furnace gases, in spite of defective scrubbing, could with safety be directly transformed into mechanical work in the gas-engine, there very soon arose a considerable demand for gas-engines of large power, similar to the large steam-engines employed in metallurgical works. In face of these sudden requirements, the gas-engine builders were placed in a difficult position; for up to that time the gas-motor was considered as suitable for small engines only, and it was generally believed that the limit of size bad been attained with 100 to 150 effective h.p. in a single cylinder. Manufacturers of gas-motors, however, did not underrate the advantages offered by this new field for their manufactures, and it so happened that in Germany the Berlin-Anhaltische Maschinenbau-Gesellschaft, of Dessau, was the first to undertake the construction of a 600-h.p. two-cycle gas-engine, with two cyl¬inders of the Oechelhäuser-Junkers type, for the Hoerder Mining & Smelting Company. The engine was started in 1898, and, with a few improvements and alterations, is still working satisfactorily. This engine worked with astonishingly high of efficiency, considering the period. The builders were therefore

Nov 1, 1906

By G. Cartaud, F. Osmond

WE have already devoted two previous memoirs to this question. In the first we collated and discussed the existing literature on the subject; in the second, we described the crystalline forms obtained by the reduction, at different temperatures, of ferrous chloride by hydrogen or by zinc-vapor. The conclusion from these researches was that the three allotropic states of iron-a, stable below A2; 19, stable between A2 and A3; and 7, stable above A3-all crystallize in the cubic system. The differences observed were such as are customarily encountered in the crystallographic records of many minerals of which allotropic varieties or isomerides are not known, but did not conform to the ordinary definition of polymorphism. It is, however, improbable that allotropic transformations, which are placed beyond doubt by a series of positive facts, do not involve some changes in the intimate structure. As a matter of fact, the crystals we did obtain were too small to allow of a precise examination, and this might introduce an element of uncertainty in the firm establishment of our conclusions. Professor H. Le Chatelier was even led to think from some of our results that iron could very well be a rhombohedron simulating a cube, and not a true cube, and it will be remembered that the crystalline form of bismuth was for a long time incorrectly regarded as cubic. Allotropy does not, however, necessarily involve such a deduction. Without departing from the cubic system at all, a whole

Nov 1, 1906

By Tom Westgarth

As papers are placed before you upon large gas-engines in Belgium and Germany, it was considered that some information should be given upon the same subject in Great Britain. I therefore agreed to compile these notes, which I have made very short in view of the somewhat full nature of the other papers presented to this meeting, and considering the complete nature of the many publications which have been made recently upon the subject of large gas-engines. I give below Tables I. to VI., showing the number and particulars of large gas-engines which have been built or are building by British makers, and in view of the growing size of gas-engines I have concluded that engines less than 500 h.p. cannot now be included in the category of large gas-engines, and therefore I have not considered engines under that power.

Nov 1, 1906

By ALEX. S. THOMAS

HOWEVER good a furnace may be in regard to design, etc., or however excellent in the quality of the gas used, a suitable heat for the successful working of the metal cannot be obtained unless the melt be coated with a proper quantity of slag. This coating may be excessive or it may be deficient in quantity. The right degree of heat is the essential condition of successful working, for the quality of the steel made is never very good when the metal is allowed to simmer in the furnace for an excessive period, and this heat cannot be obtained if the metal is not protected by a proper covering of slag. This is not only to prevent the metal being over-oxidized and wasted, but also to prevent the metal being chilled when exposed with only a thin covering of slag. The slag may be obtained in either of two ways : 1, naturally, by the presence of sufficient silicon in the iron used, to unite with iron oxide to form a staple slag ; or, 2, by the addition of slag or free silica. In the first case the slag is formed naturally by the action of the oxygen in the flame - i.e., the oxidizing atmosphere of the furnace-on the silicon in the metal when melting. The charge then melts, as it is termed, "thick," and protects the banks from being cut. If too much silicon be present, however, and an excessive quantity of slag be formed, it will be found to be rather infusible, and unless care be taken to add the oxides quickly and follow the furnace up-thus rendering the slag more fusible by the extra iron oxide-the furnace bottom is liable to be pulled up. In such cases the author has frequently been able to warn

Nov 1, 1906

By E. C. IBBOTSON

THIS process was reported upon by the Canadian Commission in 1904, and much detailed information was also given in a paper by Chief Engineer V. Engelhardt.1 Believing that some of the latest particulars of the process will be of interest, I submit the following data. At Gysinge in Sweden during the year ending May 31, 1906, from a fixed furnace giving 1 ton (2,240 lb.) of steel per tap, there were produced 950 tons of tool-steel and special steel ingots. . In carbon and iron tool-steels all the usual tempers were made. The bulk of this steel was made from charges composed of about 80 per cent of Swedish white pig-iron and 20 per cent. of steel-scrap. The percentage of carbon was regulated by the addition of briquettes. Other charges were made from Swedish white iron and steel-scrap. The average time taken per charge, for the year, when adding briquettes, was 7* hr., and the electric energy consumed was 1,128 units (kilowatt-hours) per ton. The average time per charge for white-iron and scrap charges was 5.5 hr., and the electric energy consumed was 886 units per ton. These consumptions include all time and energy lost from various causes, such as bad water-supply, ice, etc. It is quite ordinary practice to complete the charges with briquettes in 6.5 hr., and without briquettes in 5 hr., as shown by the following typical charges White pig-iron, 1,457; steel-scrap, 439; briquettes, 220; ferrosilicon (50 per cent. of silicon), 17 ; ferromanganese (80 per cent. of manganese), 15 lb. ; and aluminum, 1 oz.=

Nov 1, 1906

By Albert Sauveur

IT is not without some hesitation, and even misgiving, that I venture into a discussion of the now classical Roberts-Austen Roozeboom diagram, lest I too fail, like so many other writers, in giving a satisfactory and logical explanation of these interesting curves. Roozeboom's original diagram is reproduced in Fig. 1. The generally accepted meaning of the various curves has been so often described before this Institute that it will suffice to recall it briefly before passing to my own interpretation of the changes involved.

Nov 1, 1906

By AIME AIME

Council.* PRESIDENT OF THE COUNCIL. ROBERT W. HUNT CHICAGO, ILL. (Term expires February, 1907.) VICE-PRESIDENTS OF THE COUNCIL. WILLIAM P. BLAKE TUCSON, ARIZ. THOMAS F. COLE DULUTH, MINN. IRVING A. STEARNS WILKES-BARRE, PA. (Term expires February, 1907.) HENRY AL HOWE NEW YORK, N. Y. J. B. GRANT DENVER, COLO. JAMES D. HAGUE NEW YORK, N. Y. (Term expires February, 1909.)

Nov 1, 1906

By AIME AIME

BUILDING This building is so near completion in every respect that the Trustees expect to take possession of it December 15, and it may be anticipated that the three Founder Societies will occupy their respective quarters in it before January. The official "house-warming? will take place at a considerably later date, to be hereafter announced. Under these circumstances, it is deemed unnecessary to give here any detailed report of the present condition of the work. Full particulars will doubtless be published in the Bi-Monthly Bulletin, No. 13, January, 1907

Nov 1, 1906

By H. Hubert

THE first attempts at direct utilization of blast-furnace gas in engines were made in 1895. For a considerable time the gas had been burnt in Cowper stoves for heating the blast for the furnace, and under the boilers which supplied steam to the blowing-engines, and others serving the furnaces. It was natural, therefore, that the idea of directly employing it in gas-engines should have occurred simultaneously to several engineers, notably to Lürmann and to Lencauchez, who had pointed out the blast-furnace as a powerful -gas-producer. Nevertheless, nowhere had any attempt been made to apply it to this purpose up to the end of 1894, when Thwaite proposed it to Mr. James Riley, of the Glasgow Iron & Steel Company. About the same time investigations were being made in Belgium and in Germany, independently of Thwaite's experiments, which were not generally known on the Continent. The industrial world, which up to that time had hardly favored the idea, had thus been gradually prepared to receive it. The gas-engine, long restricted to small sizes and dependent upon the use of an expensive fuel obtainable only in large centers, now began to make headway. At the Paris Exhibition of 1889 two engines of 100 h.p. were shown and excited much interest among engineers. One had four cylinders, and was made at the celebrated works of the Deutz Company, and the other was a single-cylinder engine, exhibited by two French designers, Messrs. Delamare-Deboutteville and Malandin. In the meanwhile the design of gas-producers had made important progress, completely freeing the new engine from its

Nov 1, 1906

By AIME AIME

R. A. Hadfield, W. H. Bleckly, The Rt. Hon. Sir James Kitson, Bart., M. P.', E. Windsor Richards, E. P. Martin, Andrew Carnegie, Sir Hugh Bell, Bart., Bennett H. Brough. Patrons. Adamson, Joseph, & Co., Hyde; Aird, John, & Co., London ; .Akrill, C., & Co., Ltd., West Bromwich ; Anderson Foundry Co., Ltd.,. Port Clarence, Middlesbrough ;. Armstrong, Sir W. G., Whitworth & Co., Ltd., Newcastle-on Tyne ; As¬sociated Portland Cement Manufacturers (1900), Ltd., London; Babcock & Wilcox, Ltd., London; Baird, William, & Co., Ltd., Glasgow ; Baldwin's, Ltd., Stourport; Barclay, Andrew, Sons & Co., Ltd., Kilmarnock; Barrow Hematite Steel Co., Ltd., Barrow-in-Furness; Bayliss, Jones & Bayliss, Ltd., Wolverhampton ; Beardshaw, J., & Son, Ltd., Sheffield ; Bell Brothers, Ltd., Middlesbrough ; Bolckow, Vaughan & Co., Ltd., Middlesbrough ; Booth, Joseph, & Bros., Ltd., Leeds ; Briton Ferry Works, Ltd., Briton Ferry; Butlin, Thomas, & Co., Ltd., Wellingborough ; Butterley Co., Ltd., Alfreton ; Byrne, James, & Co., Middlesbrough; Cargo Fleet Iron Co., Ltd., Middlesbrough.;. Carnforth Hematite Iron Co., Ltd., Carnforth ; Cochrane & Co., Ltd., Middlesbrough ; Coltness Iron Co., Ltd., Glasgow ; Colville, David, & Sons, Ltd., Motherwell ; Consett Iron Co., Ltd., Consett ; Cooke, William, & Co., Ltd., Tinsley ; Craggs, R., & Sons, Ltd., Middlesbrough ; Darwen & Mostyn Iron Co., Ltd., Mostyn ; Dorman, Long & Co., Middlesbrough ; Dunlop, J., & Co., Ltd., Glasgow ; Ebbw Vale Steel, Iron & Coal Co., Ltd., Ebbw Vale ; Engineer, The, The Proprietors. of, Lon¬don ; Engineering, The Proprietors of, London ; Etna Iron & Steel Co., Mother¬well ; Farnley Iron Co., Ltd., Leeds ; Firth, Thomas, & Sons, Ltd., Sheffield ; Rather, W. T., Ltd., Sheffield ; Fraser & Chalmers, Ltd., Erith ; Frodingham Iron & Steel Co., Ltd., Doncaster; Gjers, Mills & Co., Ltd., Middlesbrough ; Glenboig Union Fire-Clay Co., Ltd., Glasgow ; Glengarnock Iron & Steel Co.; Ltd., Glengarnock ; Guest, Keen & Nettlefolds, Ltd., Birmingham ; Hadfield's Steel Foundry Co., Ltd., Sheffield ; Hall, J. & E., Ltd., Dartford ; Harkness, W.; & Sons; Ltd., Middlesbrough ; Harrison & Co., Ltd., Lincoln ; Head, Wrightson & Co., Ltd., Stockton-on-Tees ; Hill, John, & Co., Middlesbrough ; Hingley, N., & Sons, Ltd., Dudley ; Hopper, John I., Ltd., Thornaby-on-Tees; Hull Forge Iron &-Steel Co., Ltd., Hull; Iron and Coal Trades Review, The Proprietors of, London ; Ironmonger, The, The Proprietors of, London ; Jackman, Joseph, & Co., Ltd., Sheffield ; Jessop & Appleby Bros., Ltd., Leicester and London ; Jes-

Nov 1, 1906

By AIME AIME

This section contains announcements of general interest to the members of the Institute, but not always of sufficient permanent value to warrant republication in the volumes of the Transactions.

Sep 1, 1906

By C. E. Corson

THE experiments of which the results and significance are set forth in this paper do not by any means cover the whole subject of the heat-treatment of the material referred to, yet they constitute a contribution to that general subject, rather than to the special department of annealing. The material here considered is acid open-hearth steel, containing from 0.50 to 0.80 per cent of carbon, with a nearly uniform percentage of other elements. This class of steel is rapidly increasing in commercial importance. It is even rumored that the rail-specifications of some railroads will hereafter require open-hearth steel. Yet this particular grade seems to have received less study and description from the standpoint of the metallographist than many others. The investigation here described was directed to the following points:-Steel containing about 0.50 per cent, of carbon : 1. The structure as related to the temperature, at the same rate of cooling; 3. The structure and physical properties as related to temperature at different rates of cooling; 3. The structure and physical properties as related to different finishing-temperatures and different rates of cooling; 4. The bearing of these observations upon the statement of Prof. Albert Sauveur.1

Sep 1, 1906

By William R. Rumbold

THE Kinta valley in the State of Perak, one of the largest of the Federated Malay States, is probably at the present time the richest alluvial tin-district in the world, Perak producing from 20,000 to 25,000 tons of tin annually, and the Kiuta valley being the chief producer. The valley runs approximately north and south, and is 30 miles long by 12 wide. It is very flat, the mountain-ranges on either side rising abruptly from the plain, that on the east being the great Central range of the peninsula, and that on the west a subsidiary range marked " Kledang " on the map, Fig. 1. The valley is drained by the Kinta river, which rises in the eastern mountain range and flows south to join the Perak river, being joined by numerous streams from both mountain-ranges. The rain-fall is heavy, averaging annually about 90 in. The whole country is covered with dense jungle, except where it has been cleared for mining-operations and a small amount of cultivation. Mining villages are scattered throughout the valley, the chief towns being Kampar, Batu Gajah, Lahat and Ipoh, the latter being the center of the mining-operations. An ideal section of the main geological features of the Kinta valley is given in Fig. 2. The valley is composed of a highly crystalline limestone, usually white in color, sometimes gray; in fact, it may be called marble. It is always highly inclined and often contorted, and in some places is interbedded with shale. On the east side of the valley, near its contact with the granite, it forms a remarkable series of limestone cliffs, which rise in some cases as high as 2,000 ft. above the level of the limestone in the valley. It is non-fossiliferous, and its geo-

Sep 1, 1906

By Heinrich Ries

I. INTRODUCTION. THE facts is presented in this paper, based chiefly on recon¬naissance made, during the summer of 1903, by myself and my assistant, Mr. R.. C. Brooks, cover practically all that portion of Texas lying east of the 99th meridian. The work was undertaken for the University of Texas Mineral Survey, and was to have been extended over the entire State, but the sudden termination of the survey prevented even the official publication of the results already obtained. Most of the mineral resources of Texas were fully treated by the First Geological Survey, but the clay-industry was tit that time little developed, so that only a few scattered notes concerning it are to be found in the Survey reports. The extensive exploitation of the clay-deposits, however, has emphasized their commercial importance, and has also made accessible many facts of exceptional interest concerning their geologic conditions. The erection of new plants for the utilization of clay-products is usually preceded by more or less prospecting, which, by reason of the scarcity of outcrops, and the geologic and topographic conditions of eastern and southeastern Texas, is often slow and difficult work. This is especially true in the Tertiary and Pleistocene areas, where the structural conditions much resemble those of the Atlantic coastal plain, the deposits being mostly lenticular in form, and surrounded by beds of sand. II. GENERAL GEOLOGY OF THE CLAY-DEPOSITS. The accompanying sketch-map, Fig. 1, shows the location of nearly all the deposits examined, their relation to the geology of the State, and the type of clay found in each. The geology is based on the published work of Hill, Cummins, Tail, Adams, Hayes and Kennedy, but the boundaries have unfortunately not been determined over the entire region covered by the map, and, in many areas, are only approximate. It will be seen that the clay-deposits range from Carboniferous to Pleistocene in age, the older deposits being found in the northwestern part of the area, while those of Cretaceous and Tertiary age lie to the east, southeast and south. The Pleistocene clays are found in part in a belt along the coast, and in part along many of the larger rivers, where they often underlie extensive terraces.

Sep 1, 1906

By Albert Ladd Colby

A GLANCE through the Bibliography appended to this paper will show that the Transactions of this Institute contain what virtually contitutes a history of the development of the manu¬facture of steel rails in this country and abroad. It is, therefore, fitting that this paper, bringing one branch of this important subject down to date, should be here presented, and it is also appropriate to select this joint meeting of our Society with the Iron and Steel Institute to compare the specifications covering the rails produced in these two countries, and to propose a standard specification to govern the manufacture of American rails for export. During the last ten years the production of Bessemer steel rails in the United States and Great Britain has amounted to 32,128,720 gross tons. Nearly 19,000,000 tons have been rolled in the past five years. The next five years will see an even larger output, owing partly to the extension of railway projects in the Orient, in South and Central America, in Mexico, and in Australia and the other British Colonies. Of late years, the American rail-mills have so largely increased their daily output, that trade conditions have often made possible the delivery of American rails to foreign ports. The tenders submitted by American mills, however, have always been accompanied by requests for changes in the foreign specifications, chiefly in the reduction of the amount of testing required; and it has only been natural, especially at first, that the engineer, whose specification had always been accepted without question by British mills, should interpret American tenders 'as an evidence that an inferior rail would be furnished

Sep 1, 1906

By P. BOURY

THIS account of a contrivance which has been found serviceable in practice may be of interest to engineers, and' especially to those engaged in hydraulic mining. In that process, one feature which seems at first sight to possess little significance, is highly important in its effects, namely, the regular supply of water to the " giants." The chief condition of this regularity is an even flow in the pipe-line from the penstock to the nozzle. This, of course, requires that the penstock be kept full. Any considerable surplus of water, overflowing at the penstock, is a simple waste, unless it be otherwise utilized in the sluices. At all events, it does not affect the delivery of the nozzles. But a deficiency at the penstock may admit air into the pipe; and this may produce hydraulic recoil, injuring the line by incessant vibrations, giving rise to leaks, and even to blow-outs, and (when a partial vacuum exists at the time of the fracture the collapse of the pipe. An accident of this sort in our main pipe-line, occasioned partly by a settling of the ground and partly by the presence of air in the pipe, led to the employment of the device here described. The line referred to is made of 30-in. pipe, successively reduced to 18 and 15 in. in diameter, for the supply of two giants. By reason of the causes above mentioned, the 30-in. pipe burst more than 1,400 ft. from the penstock, and, despite the air-valve, the 30-in. pipe was collapsed to such a degree that one length of it, next to the penstock, was squeezed together and positively swallowed by the main pipe, through which it traveled for 750 ft., piercing through a short elbow on the way. This remarkable result was undoubtedly the effect of the vacuum suddenly produced when the pipe burst.

Sep 1, 1906