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B. S. and E. M. from the School of Mines at Socorro, New Mexico, in May, 1912. Immediately after graduating, he began as a practical miner in the U. S. mines at Bingham, Utah, but in November, 1912, he entered the operating department of the Chino Copper Co.'s concentrator at Hurley, New Mexico, where he stayed until July, 1913. During the latter half of 1913, he was employed as chemist in the laboratory of the El Paso smelter, at El Paso, Texas. In December, 1913, he became engineer and geologist with the Empire Zinc Co., at Socorro, New Mexico, which position he held at the time of his admission to the Institute in 1914, and until he entered the army in June, 1918. Before beginning the study of mining, Mr. Ringlund had completed a course in pharmacy, which accounts for his enlisting in the Medical Corps. Lieutenant George Roper, Jr. George Roper, Jr., a Junior Member of the Institute, was killed in an aeroplane accident near Shotwich, England, on Play 25, 1918. He was born at Steubenville, Ohio, in 1893, and at the time of his admi~sion to the Institute in 1916 was a student in mining and metallurgy at the Massachusetts Institute of Technology, Boston, Mass., from which he received the degree of S. B. in June, 1917. In August, 1917, he enlisted in the Royal Flying Corps, and after preliminary training on this side of the water, was sent to England. He was making the final cross-country flight of his course of training when the accident occurred.

Jan 1, 1920

IT is intended in this paper to present in broad outline to the members of the Institute a short account of the conditions and operations that constitute what is, variously known as Subterranean Warfare, Military Mining, or Tunnelling. Realizing ,the magnitude of the operations, and the varied and minute details met with in them on,the Western Front, it is the writer's intention to confine these notes to operations carried out by the First Australian Tunnelling Company. In so doing there is no wish to detract from the very fine records of the Second and Third companies it is to be hoped that members of the Institute (or others) who were with these companies will write accounts of their doings-the former in the water-logged areas to the south of Armentieres, and later in the sand-dunes at Lombardzee, and the latter in the chalk area of the Lens coal...

Jan 1, 1920

By A. F. Lucas

The discovery of oil in 1901 on the Spindletop dome, Texas, inaugurated a new industry on the Gulf Coast, an industry which has gran with the discovery of successive fields, until today it engages the services of thousands of workers and employs enormous capital. New fields are being discovered from time to time and doubtless some still remain to be found, though of late years discoveries have become more infrequent. Nowadays several hundred dry holes are drilled each year in a fruitless and blind effort to discover new fields, for as yet geologic science has developed no effectual method of locating the coastal oil deposits in advance of drilling. Moreover despite the occasional discovery of new fields, the total production of the Gulf Coast is today no greater than it was in 1906, for the added production of the new fields has been offset by the rapid decline and more or less complete exhaustion of some of the older ones. Careful geologic work within the fields has in some cases increased the production temporarily, but has developed no really new supplies. The Gulf Coast oil industry seems to have passed its period of greatest expansion and to be declining at a fairly steady rate, and this condition is naturally viewed with alarm by the more farsighted operators. In my opinion, the time has come for the adoption of radical and aggressive methods of prospecting; and a fraction of the money wasted yearly in drilling shallow wells in hopeless locations might well be devoted to this purpose. Many facts lead me to believe that all the salt-dome oil has had a common origin; that it has migrated up from considerable depth along lines of structural weakness; and that a deep well, properly located, stands an excellent chance of discovering the parent reservoir and thus of developing new and probably great supplies. This paper is presented as a discussion—necessarily hypothetical and based largely on personal opinion—of the possibility of encountering deep-seated oil deposits beneath the salt domes. Salt-dome Structure All of the oil produced in the coastal region of Texas and Louisiana is probably associated with salt domes, though in Goose Creek, Edgerly, and one or two other fields no salt has yet been actually penetrated. As

Jan 1, 1920

By A. R. Ledoux

I was wondering whether we were going to adhere to our text. It seems to me that we are having a very remarkable meeting of mining engineers this year, because no matter what the texts may be that are assigned to us, we get back toward something higher; we turn to the consideration of questions of ethics, and of applied Christianity. Yesterday we listened to the most eloquent and remarkable address by Mr. Rickard in memory of Dr. Raymond, and it was told us that he was to speak about Raymond's achievements as an engineer. He did say considerable on that subject, but he was himself carried away with the spirit of the man and moved us all by his portrayal of Dr. Raymond's continued and fruitful labors for the betterment of mankind—that is to say, his religion. Our President asked me if I would say something this afternoon and I find in the bulbtin that the text of the discourses which we are to have here this afternoon is "Internlttional Cooperation in Mining in North America." But again I find that the eloquent speaker who has just preceded me has dwelt largely on ethical and spiritual cooperation rather than upon cooperation in mining. That is, cooperation as men, rather than solely as engineers. The imaginary line dividing Canada from the United States, unmarked by fort or military post, was mentioned by a previous speaker. There are going to be in the future, I am sure, fewer entanglements of the barbed wire of tariff discrimination along our border-—to that end let us cooperate. But there has always been a reciprocity in men. A Canadian conceived and created our great transcontinental line, the Great Northern Railway; an American made the Canadian Pacific what it is. In mining and metallurgy, American engineers, backed by American capital, have built up great Canadian industries while Canadian experts have developed some of the resources on this side of the line. They have done much more than develop our resources; some of them have been our leaders in sympathy for labor. It is therefore not a question of creating a spirit of cooperation, but of giving it freer scope and a fuller realization of fraternity—or, to use the word now more common and of deeper significance—brotherhood. These are days of combination. Corporate interests in this country are now compelled, or at least encouraged, to combine in ways that

Jan 1, 1920

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

"The history of Duluth commences with Daniel de Greysolon du Lhut, one of the explorers of the Upper Mississippi who came to the head of the lakes in the summer of 1679. Radisson and Groseillier, and Claude Allouez, a Jesuit priest, are supposed to have visited the head of the lakes, -but there is no authentic record previous to that of du Lhut.In 1792, the fur traders established a fort at Fond du Lac, fifteen miles up the St. Louis River from Lake Superior, but within the limits of the present city •of Duluth. In the early 50's, there were a few scattering settlers at Oneota and around the George Stuntz trading post on Minnesota point. In 1855-6, the settlement on Minnesota point was called Duluth, commemorating the name du Lhut, and organized as a town in 1857. The first board of trustees and town council consisted of -William Nettleton, J. B. Culver; Robert E. Jefferson, Grin W. Rice and William Old: In 1870, the city of Duluth was incorporated, and five years later a portion of the same territory was incorporated as the village of Duluth, and the two municipal corporations were still in existence on March 1, 1887, when the city and the village of Duluth were incorporated as the present city.The first saw mill in Duluth was erected in 1856-57, on the present site of the ship canal. It cut logs from a virgin forest at the upper end of Minnesota point.The first railroad was built to the head of the lakes in 1870. The charter for this road had been granted in 1861 to the Lake Superior and Mississippi Railroad Company, afterward called the St. Paul and Duluth, and which is now a part of the Northern Pacific Railroad."

Jan 1, 1920

Jan 1, 1920

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

"Prospecting and Exploration. Since the Lake Superior ores occur in pockets or distinct bodies and vary much as to character and location, the actual mining of the ores is preceded by much work of an exploratory character. This work includes prospecting and exploration.Prospecting is the term generally applied to the quest for surface indications of ore, or the conditions which would warrant the expectation of finding ore in the vicinity. It includes such 'operations as geological examination, dip needle work, shallow test-pitting, and trenching. The ore bodies of the Mesabi Range are non-magnetic, and dip needle prospecting is therefore valueless. On the Cuyuna range, however, magnetic attraction as evidenced by the dip needle has been extensively employed as a guide to the location of ore deposits; in other localities it has found limited application.Drill Exploration. After the presence of an ore deposit is known or suspected, resort is generally had to exploration by means of diamond or churn drills. On the old ranges geological conditions generally make this manner of ascertaining the exact limits of an ore deposit impracticable; so, if two or three adjacent drill holes develop considerable depths of ore, the sinking of a shaft for underground exploration, development and mining is generally considered warranted. On the Mesabi Range, however, the flat-lying and comparatively shallow characteristics of the ore formation warrant much more extensive drill explorations. On this range, then, an ore body 'is almost invariably followed· out with the drills, and its limits are determined to the point where the complete plan of development can be worked out in advance of actual mining operations"

Jan 1, 1920

By Alexander N. Winchell

"The iron ores of the Lake Superior region are found almost exclusively in rocks of Huronian age, the only exception of importance being in the Vermilion district. It may be estimated that about 95 per cent of the ores thus far mined have been obtained from Huronian rocks. Although these ores come from rocks of varying age and slightly varying type, they have many features in common, and therefore may readily be described together.The iron formations of the Lake Superior region consist essentially of interbanded layers of mixtures in widely varying proportions of silica and iron oxide, and are called taconite, ferruginous chert, or jaspilite. They vary considerably in hard¬ness and color, depending upon the tenor of silica and the history of the rock. Local phases of the iron bearing formation consist of cherty iron carbonates, greenalite or ferrous silicate, rocks, amphibole-magnetite masses, cherts and slates, and pyritic quartz rocks. The average iron content of all the original phases of the iron bearing formations, excluding interbedded slates, is about 25 per cent, while the average iron content for all portions of the formation, whether in the original condition or not, is about 38 per cent. It is believed that this difference is due essen¬tially to the removal of silica in solution from the. primary phases, and, of course, such removal of silica has in many cases produced material now used as iron ore, since it contains con¬siderably more than 38 per cent of iron."

Jan 1, 1920

By Alexander N. Winchell

"Location. The copper mines of Michigan are all in the northern part of that state on the Keweenaw Peninsula, which extends from the (Michigan) mainland for about seventy miles northeasterly toward the middle of Lake Superior. The mines occur in a belt or zone occupying the central portion of the peninsula from end to end.. The most productive mines for many years past have been those located not far from the city of Houghton in' the central part of the zone, in a section extending about ten miles southwest of Houghton and fifteen miles northeast. The most important mines in order of location, from the northeast to south¬west, are the following: Mohawk, Ahmeek, Allouez, North Kearsarge, Wolverine, South Kearsarge, Centennial, Calumet. and Hecla, Osceola, Franklin, Quincy, Hancock, Isle Royale, Superior, Baltic, Trimountain, and Champion. The first three named are in Keweenaw county and all of the others are in Houghton county. Still farther to the southwest are the Lake, Mass, Adventure, Michigan, Victoria, and White Pine mines. These are in Ontonagon county.History. The exploitation of these copper mines extends back into prehistoric times. There is little evidence that the American Indians carried on mining operations in this region in the period shortly before the advent of white men, but there is abundant evidence that the ancestors of the Indians, •or some earlier inhabitants of the region, carried on primitive mining operations. For example, Mr. S. O. Knapp, Agent of the Minne¬sota Mining Company, in the winter of 1847-48, made the first discovery of prehistoric mining. This event is described as follows by Foster and Whitney :"

Jan 1, 1920

By A. L. Murray, C. A. Allen

"In the Spring of 1919, the Industrial Commission of Utah undertook the assembling of safety orders covering metal mining operations Just at that time there appeared several articles in the mining papers advocating the licensing of hoisting engineers, so this subject was given careful consideration,The licensing of hoisting engineers means that they must pass an examination covering the mechanical features of hoists and boilers, and must have a certain amount of experience. This undoubtedly serves to get a class of hoisting engineers that are better informed about the mechanical operation and theoretical considerations in hoisting and the only room for argument against it is that it is difficult to give an examination that will determine whether or not a man is a competent hoisting engineer.A man might pass an excellent examination yet be absolutely unqualified to operate a hoist and the judgment of the mine super- intelligent would have to be depended upon to choose the right man from among those who were licensed. This difficulty of properly determining, by ordinary examination, a man's qualifications to run a hoist caused the idea of licensing' in the ordinary sense of the word to be abandoned; but, as there was no question that a hoisting engineer should be physically fit, it was decided to require a medical examination, and at the same time to require the hoist engineer to state his experience, so the State would better knowledge of his general qualifications.The orders covering the question were therefore issued as follows;"

Jan 1, 1920

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

"Iron ore in Minnesota probably carries a heavier tax burden than any mineral in any other place in the world. The State Tax Commission, created in 1907, originated the system, and with the assistance of the School of Mines is constantly making such adjustments, changes and increases as appear necessary, in order to place mineral reserves on the assessment rolls at their true and full present taxable value. The ore bodies on the Mesabi are so well defined by drilling and underground devel¬opment that it is possible to estimate very exactly the volume on every forty acres of land taken as a unit. This is done by the operating or holding company and reported annually to the Tax Commission, Who check the estimates, having all data, and- proceed to fix the valuation for taxation purposes.The first step is to ascertain a general average selling price in open market, over a period of years ; then the total cost per ton (exclusive of royalty) to produce and market the ore. The difference between the average selling price and producing cost per ton is taken as the future full value per ton. This is then discounted at a rate of interest that represents the present and possible future worth of money, over a period of years that will be required to exhaust the ore body, giving the present full value per ton., Iron ore is taxed at 50 per cent of its full value, while other property is taxed at 33 1/3 per cent and 25 per cent."

Jan 1, 1920

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

"The early mining of iron ore in Minnesota was carried on with the most primitive kind of tools. The pioneers used only such equipment as could be packed from Duluth through one hundred miles of forest to the first mines on the Vermilion Range and the operations were carried on with picks, shovels, hand drills and wheelbarrows, the ore being hoisted in buckets with a horse winch and carted in horse drawn wagons to the stockpile. This was about the extent of the mechanical equipment of the Minnesota iron mines in the early eighties.As soon as a railroad was pushed through from Two Harbors to the Vermilion Range the equipment began to be improved upon; wood burning steam boilers were installed and small steam puffers displaced the horse-winches, wheelbarrows were aban¬doned and small cars were introduced. Hauling the hoisted ore in wagons was discontinued and trestles were built so that the ore could be stockpiled more cheaply through the use of cars and high piles. These same stockpiles were loaded by hand into the 10 and 15 ton capacity railroad ore cars.Within a few years a marked change took place—the hand drill gave place to the air drill, such as No. 3 Rands, Ingersolls, Sargents and some Sullivans. Tramming was done by mules, the ore hoisted in. self-dumping skips, hoisting engines were intro¬duced and it seemed as though mining as a business in Minnesota had come to stay. At this stage someone conceived the idea of making the stockpile floor about three feet above the top of the ore cars to facilitate the hand loading of stockpile ore for trans¬portation. This was done through the use of wheelbarrows at first and later by using I-ton cars running on tracks laid on the stockpile floor."

Jan 1, 1920

By Alexander N. Winchell

"The wash ore area on the Mesabi iron range covers a regionof the iron bearing formation extending from Grand Rapids on the west to the Hibbing district, about forty miles eastward. Not all of the developed ore bodies are of wash structure; some are of such grades that they can be shipped direct as merchants able ore. It is safe to say, however, that 65 per cent of the ore is of a possible wash structure and of too high a silica content to be classified as merchantable ore. The increase in the number of washing plants completed each year on the western Mesabi shows that ,the product must be of a structure desirable for furnace operation. The following is a list of plants which were . in operation, under construction, or with plans completed, at the end of 1918:"

Jan 1, 1920

Jan 1, 1920

By J. S. Diller

In 1827, chromite was discovered near Baltimore by Isaac Tyson, Jr., who initiated the mining of chrome ore an:! later (1845) .the manufacture of chromium compounds in this country. From 1828 to about 1860 the United States, supplanting Russia, supplied chromite for most of the world. Chrome deposits were found also in California, and the Tyson Company shipped ore to Philadelphia by way of Cape Horn. In 1848, J. Lawrence Smith, an American in the employ of the Porte, discovered large bodies of chromite in Asia Minor. They were developed in 1865 and became the chief source of the world's supply for a number of years. The discovery of the large high-grade bodies in New Caledonia, and later in Rhodesia, with other foreign sources, gives at present an abundant supply for all demands. For a number of years before the great war, the United States produced only a few hundred tons of chromite annually, for local use, but during the war the demand for domestic ore resulted in a production of more than 82,000 long tons of crude ore in 1918, and it was demonstrated that the United States has reserve deposits equal to a war demand of several years' duration. Now that the war is over, the country is conserving its domestic supplies by employing higher-grade but cheaper ore from foreign countries. ChromiUm-bearing Minerals Oxides: Chromite-—chromic iron ore................ FeO.Cr2O3 Picotite—chromic iron ore................. (MgFe)O.(Al,Cr) Chromates: Crocoite—lead chromate................... PbCrO4 Phoenicochroite—basic lead ohromite........ 3PbO.2CrO3 Vauquelinite—phospho-chromate of lead..... 2(PbCu)CrOd.(PbCu)3P2O8 Sulfates: Redingtonite—hydrous chromium sulfate.... Knoxvillitel—hydrous basic sulfate of chromium.............................. Daubreelite-—iron-chromium sulfide (known in meteorites only)...................... FeS.Cr2S3

Jan 1, 1920

By H. J. French

Within the past few years, particularly because of the rapid growth of the airplane industry during the war, considerable attention has been paid to the manufacture of light-wall cold-drawn seamless and welded steel tubing for structural purposes. While the manufacture of such tubing is not, in itself, a difficult matter, some difficulties have been encountered in producing the same under specifications requiring definite physical properties. It is the purpose of this paper to describe the methods of manufacture and the properties that may be obtained by such methods for tubing coming within about 1/2 to 2 in. (12.7 to 50.8 mm.) outside diameter and 10 to 22 Birmingham wire gage (0.134 to 0.028 in. wall thickness). Such tubing is largely used as structural material in the aircraft industry, and it is of the utmost importance that the physical and chemical properties should be known, and also that the various factors entering into the manufacture should be under such control as to allow these properties to be varied and held within definite limits. In general, tubing may be divided into four classes: namely, specialty tubing, such as riveted-sheet or plate, lock jointed, etc.; brazed tubing; welded tubing; and seamless tubing. Welded tubing may be divided into hot product, such as lap welded and butt welded, and cold product, such as acetylene and electric welded. Seamless tubing may be hot rolled or cold drawn. Specialty Tubing The first two classes present mainly mechanical or structural engineering problems. A simple form of tube is made by riveting together the overlapping edges of rolled sheets or plates formed into a cylinder. Because of the nature of its construction, such a tube is necessarily limited to relatively large sizes. Lock-jointed tubing is produced by passing low-carbon strip through a forming machine having suitable rolls and dies, its manufacture is almost entirely a question of design of the forming machine and its satisfactory operation. The chief application of such tubing is in the manufacture of bedsteads.

Jan 1, 1920

By George H. Ashley

The present critical state of the supply, distribution, and utilization of coal and the necessity for pooling and zoning coals calls renewed attention to the lack of any fully adequate classification of coal. In the past coals have been classified as anthracite, semianthracite, semibitumi-nous, bituminous, subbituminous coals, and lignite, and a few special types, such as splint coal and cannel coal. But under the term bituminous coal are included a great variety of coals differing markedly both physically and chemically. The term subbituminous coal covers as great a range of chemical differences. In order to distinguish these varieties of bituminous coals it has been customary to designate coal by names derived from the place where mined, or by the name of the bed from which it is mined. Thus, in the market reports, coals are quoted as Pocahontas coal, New River or Sewell coal, Moshannon coal, Ohio coal, Williamson County coal, Jellico coal, and so on indefinitely, no limit being set as to the boundaries of the area to which a given name is applied. Nor is there any scale by which the coal from one place may be compared with the coal from some other district or some other bed. On the one hand, coals from the same district may be quite distinct and sell at very different prices or coal from the same bed may differ greatly in different districts; on the other hand, coals from different states may be so similar physically and chemically that one could replace the other in practical use without any appreciable difference in service. The following classification, arrived at after a careful review of a large number of systems of classification and of all of the recognized characteristics of coal, brings together all coals that so nearly resemble each other physically, chemically, and in heating qualities that any coal of a given type could replace any other coal of the same type and grade in use. Thus, if coals A and B are classed as of the same type and grade they have, so far as known to the writer, approximately the same heating value when burned under the same conditions, and the same character, length of flame, and properties affecting transportation and stocking; and if of the same grade, approximately the same percentage of impurities.

Jan 1, 1920

Jan 1, 1920

By C. P. Bowie

[Frequent accidents in the transportation and. handling off petroleum and its more volatile products, serve as a reminder that this is indeed a hazardous undertaking and should always be conducted with due caution. On October 4, 1920, vapors in the held of the British tanks steamer G. R, Crowe became ignited and, caused an explosion which, it is reported, killed 5 men, injured. 40 others and endangered the lives of some 300 more. On November 10, 1920 the Morgan, Line freighter El Mundo was almost totally sot destroyed in New York harbor by fire caused by an explosion of gases in a fuel-oil tank. These two disastrous explosions emu emphasize the ever- present danger attending the use of petroleum products. This is also shown by the frequent occurrence of minor fires and explosions, caused by careless handling of baseline, which result in loss of life or serious injury to railroad employees, to oil-tank drivers, and to individuals in various walls of life. Statistics indicate that the lighter cuts of petroleum products, because of fire hazards, are dangerous, and are so considered by the railroad and other transportation companies. According o the Bureau of Explosives (Bar-eau of Explosives Report No. 13 p. 7) during 1919 transportation of gasoline in the United States resulted in 172 accidents, causing 2 deaths and 31 injuries, and a property loss to the extent of $687,966. Among the causes of ignition, an open light in the vicinity of the container stands out most prominently.]

Jan 1, 1920

He took a great interest in technical matters and his inclination was strongly toward research investigations. At the same time he was effective in manual and mechanical work and was generally found working side by side with the men under his direction. His nature was unselfish and he was extremely popular socially. He was a member of the Coeur d'Alene Commandery, Knights Templar. Stanly A. Easton. Lieutenant.Louis Baird Louis Baird, a Lieutenant in the Royal Field Artillery of the British Army, died on the battlefield in 1915. Lieutenant Baird was born July 28, 1880, at Stirling, Scotland. His technical education was obtained at King's College, Melbourne, Australia, in 1893 to 1895, and at the Technical College at Glasgow, Scotland, in 1897 to 1900. After an apprenticeship with the Mexican J. & 8. Rec. Co. of Mexico, lasting from 1900 to 1903, he became mill superintendent for the Cia. Minera Benito, at Juarez, Zac. During the year 1905-6 he was assistant manager of the Caridelaria y Anexas, at Pinos, Zac., and from 1906 to 1907 was engineer with the Cia. Minera Jalisco, San Sebastian, Jalisco. At the time of his admission to the Institute, in 1908, he was practising as a mining engineer at Etzatlan, Jalisco, Mexico. For the next four years he practised his profession in the City of Guadalajara, Jalisco, removing, in 1913, to Ixtlan del Rio, in the State of Tepic. It was from here that he returned to England to put his services at the disposal of the British Government. The Institute is not definitely informed as to how, where, or when Lieutenant Baird met his death. iCaptain John H. Ballamy John H. Ballamy, Captain on the Regimental Staff of the 103d Engineers, was killed near Fismes, on Aug. 9, 1918. Captain Ballamy was born at Plvmouth. Pa.. in 1886 and graduated from' the High School of that town in 1903. In the following year he began work as a coal miner, and at the same time began the study of mining engineering in the evening and any other spare time. He continued this diligent and energetic practice for many years. For sixteen years he continued in the employment of the Delaware, Lackawanna & Western Rai1roa.d Company's coal mining

Jan 1, 1920