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By W. H. Adams

I DOUBT if many of our engineers know of the existence of coal-fields extending over hundreds of miles of territory bordering on and lying contiguous to the Rio Grande River in Mexico. Essential as these facts are to those contemplating the starting of industrial works along our frontier, I have not been able to learn that any surveys or examinations have been made of these deposits, and I trust the preliminary and unofficial investigations lately made by myself may be found of interest, especially to those of our members whose experience has been with poor fuel, or in districts remote from railway facilities. While it is true that Northern Mexico is generally bare of charcoal-making timber, yet no greater mistake can be made than to condemn the light, quick-growing woods found in profusion, and which cannot be excelled in flame or heat-producing qualities for boilers, reverberatory furnaces, or hearths. No country could be surer of a full supply of wood if wise legislation in regard to irrigation and preservation of young timber were adopted and enforced, but the beneficiation of the low-grade ores of Mexico demands a more dense fuel for furnace work, and, fortunately for metallurgists, who will hereafter make this frontier a base of operations, there have been disclosed, near the surface, seemingly inexhaustible beds of semi-anthracite and bituminous coals. No extensive openings have as yet been made, and my own workings at the Cedral mines are all that can yet be said to prove the quantity and quality of the coal, other openings furnishing only corroborative evidence. Our location (one hundred and ten miles west of the Rio Grande River) is on the western line of the depository basin, as it has existed since the period of activity along the volcanic line. The region farther inland I have not examined, but the elevations, as a rule, are much greater, though from the nature of the formation, they are not necessarily barren-ground. Beginning at the base of the Santa Rosa Mountains (location of the Cedral mines), we find very interesting breaks in the foot-hills, disclosing the stratified rocks from the volcanic centres to the valleys.

Jan 1, 1882

By T. Sterry Hunt

Jan 1, 1882

By S. H. Chauvenet

HARRISBURG is situated on the Pennsylvania Railroad, one hundred and five miles from Philadelphia, two hundred and forty-eight miles from Pittsburgh, and ninety miles from Baltimore, and has running through it the Pennsylvania, Northern Central, Philadelphia and Reading, and Cumberland Valley Railroads, and the Pennsylvania Canal. Surrounded by a thickly settled farming country, from which to draw native labor, within easy distance of anthracite and bituminous coal, with ores and limestone near at hand, and with the Susquehanna River as a never-failing water supply, Harrisburg has advantages for manufacturing which warrant the investment of the capital that has already been made, and has a future as a manufacturing city second only to Pittsburgh and Philadelphia. THE PENNSYLVANIA STEEL COMPANY, L. S. BENT, SUPERINTENDENT. The works of this company, the largest in Harrisburg, lie between the Pennsylvania and the Philadelphia and Reading Railroads, on. the Pennsylvania Canal, and are essentially devoted to the manufacture of Bessemer steel rails. Capital stock, $2,000,000; invested in business, $5,000,000; wages per month, $80,000; employs 2000 men; capacity, 100,000 tons of rails per year, which is being increased to 130,000 tons. The plant, as it now stands, comprises five Bessemer converters, two 7-ton and three 8-ton converters, two 15-ton open-hearth furnaces in operation, and two 30-ton open-hearth furnaces in course of construction, one blooming mill, one rail mill, seven steam hammers, two blast furnaces in operation, two blast furnaces in course of construction, foundry, pattern $hop, machine shop, blacksmith shop, and frog shop, and merchant mill in course of construction. Bessemer No. 1 was built in 1865, with two 7-ton converters, 2 spiegel cupolas, 3 feet diameter, and 3 iron cupolas 6' 6" diameter,

Jan 1, 1882

By J. B. Mackintosh

The quantitative determination of copper, by means of electrodeposition, offers so many advantages, that it is to he preferred, when properly executed, to 611 other methods for ease and accuracy. The object of the present paper is to give the results of a number of experiments made during the past few months, and to indicate some sources of error, which must be avoided in order to attain the necessary accuracy. In 1867, C. Luckow, in competition for a prize offered by the directors of the Mansfield Copper Works, submitted the following

Jan 1, 1882

By Persifor Frazer

The accompanying diagrams represent a lamp provided with certain improvements which render it more serviceable for the use of the engineer or other mining official who is often compelled to visit several mines a day remote from each other, and may be called on to use the magnetic needle in any or all of them. These requirements demand that the material of which it is made should be copper, and that it should be capable of being closed oiltight, for emptying and refilling the lamp at each mine would be a less expeditious as well as a less cleanly process, and transporting a lamp of the ordinary kind over rough roads on horseback or in wagon, would result in spilling the greater part of its contents. The general form of the lamp, including the false back to keep

Jan 1, 1882

Gentlemen of the American Institute of Mining Engineers.—As you well know an application is about to be made to Congress, by the American Society of Civil Engineers, for the appointment of a cornmission composed of persons skilled in the production and use of iron, steel, and other structural materials, whose duty it shall be to test the strength, elasticity, and other quatities of such materials ; not simply the substances used as such, but the members of large structures composed of such materials, of the forms and sizes in which they are actually used. As I understand, the papers that will be read here to-night will have for their object to show the necessity for such tests, and therefore the necessity for the commission asked for. As the representative of the Society of Civil Engineers, I have to thank you, gentlemen of the Mining Engineers, for the great zeal with which yon have taken up this subject, and seconded the efforts of the Civil Engineers; or, perhaps I ought rather to say, initiated the efforts to get a suitable commission appointed to obtain most vitally important information which it is admitted on all hands we do not now possess. In drawing up the memorial to Congress, in connection with some of the ablest and best informed of our Society, and in all the discossions on the subject, I have been struck with the emphasis with which the confession is made, that so little is known of the strength of the larger-sized members constantly used in building structures of the magnitude which the present requirements of the country now demand. I presume the remarks made to-night will bring this out very prominently. This is no disgrace, for with the means here-

Jan 1, 1882

Jan 1, 1882

By R. W. Raymond

I desire to call the attention of members of the Institute to a new method of plotting and determining faults in mineral deposits, suggested by Prof. Hanns Hoefer, lately of the Mining School of Przi-

Jan 1, 1882

Jan 1, 1882

By William P. Shinn

Jan 1, 1881

By T. Egleston

circumstances, would prefer the steel with which they are now familiar, to a specimen that Mr. Sandberg has described as having broken into seventeen pieces under the wheels. After blowing such low manganese steel, it may be coaxed into a rail, but it is a wonder that it holds together so long as it does, with so great a nornber of minute flaws. I would not in any way depreciate chemistry, but I think it should be kept in its proper sphere. Let the chemist look after the quality of pig metal, and apply common sense in the avoiding of extremes, then the most fastidious railroad cannot find fault with the result. PROFESSOR EGLESTON, New YORK City : It is not my place as an engineer to apologize for the chemists, but as no one seems disposed to do so, and as they have had more than their share of criticism, 1 am glad to say that I believe there are chemists in this Institute whose work and word are just as reliable, arid perhaps even more so, than that of the average engineer. But we ought to make a distinction; there are chemists and chemists. With the ordinary commercial chemist, who looks upon the science as so much merohandise, I have not a particle of sympathy; but with the chemist who looks upon his profession as engineers do upon theirs, I have every sympathy. When matiufactorers and engineers go to a chemist and ask him to make an investigation, and scretv him dowu to the lowest point, turning the equivalent of his brains into cents and mills, they ustially get an exact equivalent in poor work for miserable pay, and no one has or should have any sympathy with them, and the under these conditions has no right to ask for any, and no reason to criticise any work that he may get under such circumstances. But I am disposed to think that the chemists who have been replwented and discussed at this meeting do their work conscientiously, and that it is as reliable as that of almost any profession. I believe, however, that this problem of steel rails is being investigated in a wrong direction. I said so at the Pittsburgh meeting, and I think the discussion of this meeting will prove it to all those who have heard it. I think the chemigt is incapable of solving this problem unlees he goes very far into the domain of physical chemistry, so far that it becomes physics and not chemistry; and that the physicist will be the one on whom we must rely in the future for the elucidation of the subject. The chemist may aid the physicist, but it is my decided opinion that we are looking in the wrong place to get the explanation of the phenomena.

Jan 1, 1881

DURING the early part of August, 1880, I was directed by Prof: J. P. Lesley, State Geologist, to assume charge of the geology and mapping of the Second Geological Survey of the anthracite coal-fields. I visited the region unineumbered by any instructions other than this, that I should submit a plan for making the sur- * In the practical application of this method I wish to acknowledge the valu¬able aid rendered by my assistant, Mr. A. W. Sheafer.

Jan 1, 1881

By A. L. Holley

There are regularly manufactured in the eleven Bessemer steel rail mills of the United States, 119 patterns* of steel rails, of 27 different weights per yard. This list does not include patterns which, although still largely in use, are regarded by experts as obsolete, and which would swell the number to nearly 300; nor does it include all the patterns for which rolls are kept on hand to fill a passible demand; nor does it include extra patterns rolled in one finishing groove by opening or closing the rolls so as to get different weights with the same contours. The list embraces only those separate patterns which are subject to current orders. How thoroughly modern these patterns ere, is shown by the fact that of the whole 119, there are but five patterns of conspicuously bad shape; all the rest more or less completely illustrate the standard features,—a heavy head, light web and Hanges, and a good angle to hold the fish-plate. Sixty-two per cent. of the patterns have the "Chanute" head, which was not designed until 1874.† Sixty-four per cent. of the 119 patterns are embraced under five weights per yard,; three only of these vary from standard type; there are thus 76 patterns, all of them modern and standard, to represent five different weights, for which five patterns would perfectly answer. Of the 60lb. rails, there is only one of the pear-head type, while a dozen of the bevelled head templets cannot be distinguished from each other

Jan 1, 1881

By G. A. Koenig, Moritz Stockder

Locality and Geological Occurrence.—The Atpine region of Southwest. Colorado. cort~prieiog the San Juan and Uncon~paghre Mountains, is con~posed of a deeply eroded sheet of acid eruptive rocks, overlying in part gneissic schiets, and in part limestones and sandstones, including portions of the Silurian, Devonian, arid Carboniferous systems. The section is clearly and beautifully exposed along the Uncompghre River from its headwaters to its exit from the mountains. The river's course from the town of Ouray towards the Los Pinos agency is due north, and four miles from Ouray, in this directiou, the Uocampaglire receives from the east the Red Casm Creek. Following up the narrow canon we find the section through white. sandotone in strata dipping to the north and west, and belonging either to the lower or middle Devonian system. Presently the steep cafion-like character of the ravine gives place to more gentle slopes, ad we have entered crysralline rock—porphyry. The contact is well marked, for the sandsbne, to a depth of from six to ten feet, resembles quartzite, i. e., is serui'fusd. Ascending still higher, a small

Jan 1, 1881

By James P. Kimball

Jan 1, 1881

By August Wendel

weight, and deflection, and recommends that the Pennsylvania Railroad Company denland that rails be made on specifications, based on these six variables, so narrow, that to fill them would cause the constant rejection of enormous quantities of steel, and a consequent enhancement of the price of rails, probably ten or twenty per cent., without any certainty that such rails would be any better than those the steel-mills are now making. I earnestly hope that the investigation which Dr. Dudley has so ably carried on will be continued. I hope the Pennsylvarlia Sailroad Company, or preferably a combination of several railroads, will institute the prolonged investigation which I think will be necessary to solve this deep problem; that they will take a hundred or more rails, watching and noting down carefully every detail of their manufacture as well as their analysis; that they will be carefully weighed before, during, and after service; that their crop-ends will be tested before service, and the rails themselves after removal; that all the sources of error which Dr. Dudley admits in the present investigation may be removed, and that enough facts may be gathered and tabulated so that the conclusions which may be drawn from them may be apparent to every one without labored discussion or heated argument. But I venture to prophesy that after this investigation shall have been completed, and a formula adopted which shall be satiefactory to both manufacturers and consumcrs, that formula will not be the one now under discussion. I hope Dr. Durlley will pardon me if I have been unduly severe in my criticism, and consider that I have written my remarks hastily and at a time which should have been given to needed rest. I differ with him only as regards the conclusions which he has drawn. I appreciate the value of his labors, and only make public my own conclusions in the hope of contributing to the advancement of the science of steelmaking, in which we are ail so deeply interested. Dr. August WENDEL, Troy, K. Y.: Dr. Dudley's last paper gives, certainly, very valuable and interesting information regarding the wear of rails under different conditions. His results concernillg the composition of rails, explotle, rather startlingly, some old theories regarding the wear of rails, and 1 think after his formula is silnplified it will be one good formula to work by. As he now arrives at the same conclusions reached ill his first paper, some of my remarks will apply to both, althougl~ I would

Jan 1, 1881

By T. Egleston

THE materials containing copper which are refined in the United States, are, for the most part, the native, coppers of Lake Superior. Until quite recently but little pig copper was made for sale, and that came principally from the pure sulphurous ores of New England and the South, and was generally sold to refineries not far from the ore furnaces. A small amount found its way into the market which was produced either as the by-product of the treatment of gold and silver ores, or as the result of the treatment of impure copper ores; but both these grades, on account of the impurities they contained, were looked on with suspicion, and were not sought for. All the grapes of pig copper are sold by the unit of copper contents, a great reduction being made in the price when impurities are present. There are at the present time only three works which treat native copper, the two of the Detroit and Lake Superior Copper Company, and the works of C. G. Hussey & Co., in Pittsburgh. There are a few works which smelt sulphurous ores and refine their pig; besides these there are a few small works where pig copper is refined only. Some of these purchase black copper, refine scrap, or simply refine such grades of ingot copper as are found in the market, but mostly that from Lake; Superior, for the purpose of getting it into such shapes that can be handled commercially to advantage, such as in making large plates or high grades of wire for electrical purposes. A number of such works are situated in the Naugatuek Valley and elsewhere in New England. The recent discovery, of valuable ores in Arizona makes it probable that within a few years the refining of copper in the United States will make great developments. Up to the time of the discovery of the mines on Lake Superior, only a very small quantity of native copper had ever been found, not sufficient to justify the erection of works for its special treatment. It had, besides, never been found in very Large masses, so that the discovery of great-blocks of it presented serious difficulties, not only in mining it,† but in bringing it into a merchantable condition. It seemed a very simple process to melt these large masses, * Road at the Lake Superior Meeting, August, 1880. †Transactions American Institute Mining Engineers, vol. vi, page 2S2.

Jan 1, 1881

By R. W. Raymond

to same extent, the assumptions tinderlying Dr. Ilu?ley's con alusions. These amrrmptions are: that 'the loss of metal per million tons of trafffc, depends, first upon the circrtnistances under which the rail is worn; secondly, upon the proportions of its various constituents, ancl that the anlorlnt of loss is afEect~d by eacb constitnent in a cer tain ratio, so that if the circunlstances were the same for all tlie mils, the wear per nliilion tons might he upproxi91ately expre~sed by an equation of the form I + Cc + Pp + SR + Mm = R, io wtlioh I is an unknown valne, dependi~.rg on the quantity of iron (and other ingre dients not determined) in the rail, and assumed to be constant for all the rails ; c, p, s, and m are the experimentally determined quan tities of carhon, phosphorus, sulphur, and manganese, as tabulater1 in YIates VT and VII of Dr. Dudley's paper; and R is the experirnen tdlly dcterlnincd wear per million tons; while C, P, S, and M are onknown wfficients. In other words, it is assunled that the differ ence in wear is proportional to a difference in c, p, s, or m, and that the effects of a change in the amonnt of either are independent of the amount of the rest-—within the experinlental limit5 of the problem. It is also assr~med that sulphar, copper, and other ingredients, not determined, are qually present in all the rails, or at least {lo not affect the wear, since I is taken as constant. Dr. Dudley tacitly assumes the coefficient6 C, P, S, and M to be positive; and assigns certain valries to them, by means of which he redom t.he equation to the form I + Pa: = R, x being equal to cc + Es +Mm i Pp, or tjje uanjbe,. of so-called phosphorus units in the rail. But we do not have R directly given under constant circumstances. The varying weights (per engine, car, or train) and the varying epds, we must neglect for lack of data, and assume that in these rwpects the rails examined have been treated srlbstantially alike. But there remain the varying conditions as to track, which mnst he elirninsted. Dr. Dudley gives six clrlsses, four of which contain 8 rails each, and two 16 rails each. Beginning with the 6~st (tangent grade), take the mean of the figures expressing wear for that clam; and continaing tliis process through the other five, we obtain six expressions in quantity of loss 'by wear, which we assome tc, represent, in their differences, the varying conditions of the trarli, with respect to grade and direction. We now take the mean of these moans (giving double weight to the gmiip containing 16 ohwrvafieras). This general rnean is the 10 of metal per million tons of trafio for a rail of avorage constitution under mean ciroumstances.

Jan 1, 1881

By Persifor Frazer

Among the geological problems with wliicli the present PenufiyI vanirr Geological Survey has had to deal is the relative age of wries of atrata passing around and through the city of' Philadelphia, Bucks, Chester, and Delaware counties. Rogers includes all these roclrs in 11is hypc~zoic series, and every student, so far as the writer knows, with one exception, has assigned to them a position beneath the Pobdam sandstone, or Primal" of that eminent and gifted geologist. So far as regards the srllall portions of this belt, to which it is the intention of the present paper to draw attention, even the oiie geolo-

Jan 1, 1881

By John W. Cloud

THE delivery of blows upon roadway structures by the locomotive engine at high speed, although long recognized, has, perhaps, not been a generally understood in severity, relation to speed, and cause as is desirable in matters of such importance. Some points of explanation, with illustrative diagrams, are, therefore, submitted to your attention, preparatory to a note on "Steel for Bridges," also submitted. In order that a locomotive may run at high rates of speed with-

Jan 1, 1881