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By C. K. Leith

THE questions as to what grades of ore it pays to conserve for the future, and the valuation of low-grade reserves, are becoming immediate and definite as applied to individual ore deposits, and seem to call for some sort of quantitative answer. Both opinion and practice involving these questions differ widely. The number of variables in this problem is so large that final solution will perhaps never be agreed upon, yet there seem to me to be certain controlling factors which can be placed in quantitative relation and serve to reduce the number of variables which it is necessary to consider in a given instance. I assume that it will not pay either for the individual or for the State to conserve any ore when the present cost of conservation (by stock piling or otherwise), when compounded at 6 per cent. interest for the number of years which would elapse before this ore is used, will exceed the profit which the ore will yield when it is used. It may be urged that any loss to the individual may be made up in gain to the State. This might be true if there was any definite limit to the amount of iron ore, but when we remember that iron makes up .4 per cent. of all the rocks of the earth and the amount of rock carrying iron in excess of 20 per cent. is for practical purposes, unlimited, it is apparent that posterity is assured of its iron ore. The changes will be mainly in methods and cost of extracting the ore. Therefore, any expenditure of money or effort now, which when compounded will exceed the worth of the effort or money needed in the future to utilize the iron, is a net loss both to the individual and to the community.

Jan 2, 1914

By W. L. Saunders

WHEN work was begun in September, 1910, on the rock excavation for the foundation of the gigantic dam at Valhalla, N. Y., which is to convert Kensico lake into an important storage reservoir of the Catskill Aqueduct system, one of the first steps taken by the contractor, H. S. Kerbaugh, Inc., was the development of a quarry to supply the stone needed in the construction work.The importance of a bountiful supply of suitable rock in an accessible location is apparent when it is considered that nearly a million cubic yards of cyclopean masonry will be contained in the completed structure, not to mention dimension and facing stones, concrete blocks, and mass concrete. The dam structure will be over 1800 ft. long and about 170 ft. above the present river bed. However, for a distance of some 800 ft., it will be carried down to solid ledge rock, which will make the finished structure about 300 ft. in maximum height. It will be about 200 ft. thick at the base and directly beneath the coping it will be 28 ft. thick. This dam will raise the reservoir surface 110 ft. above old Kensico lake. The reservoir capacity will be 29,000,000,000 gal.-equal to New York's total needs for over two months. The contract price for this work is nearly $8,000,000 and is second only in amount to the cost, over $12,600,000, of the Ashokan Reservoir work. Fig. 1 is a view of the dam site.

Jan 2, 1914

By Robert Hunt

ONE of the most serious and important economic administrative problems facing American railway authorities to-day is that of their rails, and it is one to which much thought, is being given, not only by the executive officers of the railways and the manufacturers of the steel rails, but also by State and National commissions. It is realized by many and admitted by some that the present situation is one which cannot continue. The roadways of railways must be made more secure, or the weight of rolling stock and the speed of trains must be lessened; and the desired result must be attained with the minimum outlay of money, both in expenditure on plant and in cost of operation. If the investment per mile is too large, or through the lessening of tonnage and efficiency of equipment the cost of operation is too great, the desired and demanded cheap service cannot he rendered to the public. Therefore, the weight of equipment cannot be greatly reduced, and lessening the rapidity of service would be far from satisfactory; consequently, the safety of the roadway must be secured with the least practical outlay. It is imperative that the roadbed should be properly graded, with the fewest practically possible curves; that it should have good ballast, be well drained, have good ties properly spaced, and be laid with sound rails of suitable weight, efficiently joined together, and that the whole property be carefully and intelligently cared for. My province is to treat of the sound rails. During the last few years there has been renewed interest in and discussion of that question, and I know that many rail makers not only have been and are desirous of maintaining the highest standards of manufacture which they may have attained, but have been and are seeking to better their product, in several instances devoting much time and money to that end. At the same time, they realize that the cost of any improvement in quality which they may accomplish must be kept within certain commercial bounds; and that fact is as fully understood by their patrons as by themselves, and it should be kept in mind by all who discuss the question.

Jan 2, 1914

By Robert Keeney

AT the beginning of the use of the electric furnace, for the manufacture of calcium carbide and ferro-alloys, experimental work was conducted in it upon the production of steel from iron ore. Stassano performed two series of experiments in Italy, the first1 during the years 1898 to 1902, and the second2 in 1908. For many years steel and wrought iron have been produced directly from ore on a small scale in the forge, crucible, and reverberatory furnaces; but the difficulties attending the operation of these combustion processes have prevented their adoption to any great extent. The combustion

Jan 2, 1914

By William Best

OIL burners, oil furnaces, and methods of installation, have been the subject of many articles, but information concerning oil-burning systems, based upon scientific principles, is still in great demand, especially in the manufacturing districts of our country. Fuel oil, as it is termed (this being the residuum from oil refineries), has for many years been of great service to our manufacturers, and has justified its popularity not only by producing a superior manufactured product, but by turning out approximately 50 per cent. more product than can be made with coal fuel under like conditions. To install a system requiring only an oil-storage tank, a small pump, and an oil-supply main with numerous laterals leading to the various burners, furnaces, boilers, etc., is a comparatively simple matter; and, because fuel oil is very volatile, it is not necessary to heat it, even during the winter months in a very cold climate. Furthermore, only a small amount of power is required to atomize fuel oil, this often being done by a positive pressure blower, or by a mechanical burner. An analysis of fuel oil, together with that of various other liquid fuels, is given in Table I.

Jan 2, 1914

By Robert Linton

THE Sierra Consolidated Mines Co., organized in 1909, owns, together with other holdings, practically all of the productive mineral area in the Ocampo district. Lying within this area are 15 mines, large and small, that had previously been worked and appear to have yielded, since the discovery of the camp, about 100 years ago, bullion of a total value of over $50,000,000. The deepest mine, the Santa Juliana, had been worked to 1,100 ft. below the outcrop. The reopening of the mines involved, first, extensive and thorough development to open up the known ore-shoots at greater depth and explore the ledges for additional shoots, and, second, a revision of existing equipment and methods, so as to increase output and reduce cost of production. This paper will give some account of the metallurgical treatment and a description of the new mill to be built at El Salto.

Jan 2, 1914

By C. D. Young

IN an effort to employ cast steel of a stronger structure than that found in the annealed steel castings, the possibilities of heat treatment which will increase the strength without materially decreasing the ductility may be resorted to. The following abstracted report (which is a brief outline of what has already been clone by the Pennsylvania Railroad Co. at its shops and Test Laboratories at Altoona, Pa.) is of material interest, as it indicates what may be done with steel castings when properly treated, thereby permitting in railway service greater strength of cast steel parts without any increase in weight or space. The question of the heat treatment of alloy steel castings is not taken up in this paper. The obscurity formerly surrounding the heat treatment of steel has been for the most part removed by the development of our knowledge of the critical points of steel, pyrometers, furnace construction, and the testing of the finished product. The operations of the heat treatment proper will be taken up under the heads of (1) heating for quenching; (2) quenching; (3) drawing. (1) Heating for Quenching.-Heating for quenching is best conducted slowly, especially in the case of castings of variable thickness. Cracks may occur either in heating or in cooling, clue to different temperatures at different points of the casting. The castings should be thoroughly soaked at the maximum temperature (generally 1,500° to 1,600° F.), 1 hr. being sufficient for sections 1 ft. in thickness. The minimum temperature which will produce the desired hardening effect will, in all cases, be found to be the most satisfactory, as the grain coarsens when the critical range is exceeded to too great an extent. All temperatures should be governed by a checked pyrometer with the hot junction to the heated object, and with several couples in a large furnace to insure a uniform temperature.

Jan 2, 1914

By H. W. Rogers

THE first steam shovels used in this country were built by the Otis Company, of Boston, about 50 years ago, but as they were of very crude construction and rather unsuccessful only a few were built. For possibly 10 years prior to 1884 successful steam shovels were made and used on certain classes of work, but it was not until that time that they were manufactured in quantities and began to play an important part in all classes of excavation. From that time up to the present day there have been gradual but continuous improvements on the original shovel, not only in the mechanical construction, but also in the design of boilers and engines which are best adapted to this class of service. In proposing a change from steam to electric operation we have to deal with a steam equipment which has not only proved its worth but has probably reached its highest stage of development and efficiency. That the electric shovel is a possibility cannot be denied, as at present from 12 to 18 shovels are in operation in this country. These shovels may be divided into three classes: the friction electric, which is operated by a single constant-speed motor with friction clutches; the three or four motor direct-current equipment, and the three or four motor alternating-current equipment. It is the second and third classes that I wish to deal with, as the first class does not compare favorably with the steam shovel so far as speed is concerned, although it may be operated as cheaply. There is probably no other class of machinery that presents a duty cycle as severe as that of the shovel, which is very short, varying from 7 to 12 sec. on the hoist, from 7 to 12 sec. on the thrust, and from 10 to 18 sec. on the swing, making a complete cycle in from 17 to 30 sec., and the motor to meet these requirements must have a sufficiently low armature inertia to permit of rapid acceleration and quick reversals under small power. It should also be a motor of rugged design, as it must be subjected to severe overloads and shocks and frequent reversals. This is especially true of the hoist motors and, to a lesser degree, of the swing motor; the thrust motor being practically stalled during the digging operation, although it may revolve or overhaul, according to conditions, and is operated at full speed only after the hoisting operation is completed.

Jan 2, 1914

By Charles Legrand

IN many iron, coal and copper mines where large tonnages are known before starting operation and proper provisions can be made, the problems of electric traction by trolley locomotives are not very different from those of surface plants. In such installations the gauge of the track, the radius of curves, and the clearances, both vertical and horizontal, can be made to suit the conditions of the traffic. It is more difficult to install electric traction in mines which were started with hand tramming and where no consideration was given to the possibility of mechanical traction being used. The writer having had some experience in the installation of electric traction in copper mines, the following remarks apply more particularly to these mines. With the gauge of track usually 18 or 20 in., the weight limit of locomotives obtainable from manufacturers in this country varies from 3 . to 6 tons. The full-load speed varies from 42 to 6 miles per hour. These locomotives, being made to run on very small radius curves, have a short wheel base and a long overhang from axle to coupling, which necessitates a coupling with a good deal of lateral motion to avoid derailing the cars on sharp curves, especially if couplings are of the standard railroad automatic type. Although, 3-ton locomotives will run on 12- or 16-.1b. rails, it has been found more satisfactory to use 25-lb. rails, as the track keeps in much better shape, it is easier to maintain the bonding in good order, and fewer derailments from dirt on the track occur with the larger rails. Where 6-ton locomotives are used the 25-1b. rails are satisfactory, but 40-lb: rails have proved cheaper where the traffic is heavy and the ground is soft, as the track maintenance is considerably lower with the heavy rails. The locomotives will run on 15-ft. radius curves, but on through runs it is advisable not to go below 40-ft. radius.

Jan 2, 1914

PENNSYLVANIA ANTHRACITE LOCAL SECTION On Saturday evening, Jan. 31, 1914, about 40 members of the Institute met at the Hotel Sterling, Wilkes Barre, Pa., for the purpose of discussing plans for the formation of a local section in the Pennsylvania anthracite region. President Rand; Prof. Joseph W. Richards, of the Board of Directors; Dr. H. M. Chance, Chairman of the Committee on Coal and Coke, and Secretary Stoughton were among the guests present. R. V. Norris acted as Master of Ceremonies, and the arrangements were all made in advance by a Committee under the leadership of Charles Enzian, to whom an enthusiastic vote of thanks was accorded at the dinner. An address was made by President Rand, followed by .Professor Richards, who outlined the procedure necessary for the formation of a Local Section. Addresses were then made by W. J. Richards, F. W. Chase,. C. F. Huber, R. J. Foster, F. A. Hill, H. M. Chance, Bradley Stoughton, and others, after which a rising vote was taken, and it was unanimously decided to petition the Board of. Directors for the establishment of the Pennsylvania -Anthracite Local Section. More than the required number of members then signed -the petition, and President Rand announced the appointment of a Committee to organize the Section and arrange for a meeting in accordance with their By-Laws, consisting of R. V. Norris, W. J. Richards, R. J. Foster, Edwin Ludlow, C. F. Huber, Charles Enzian, Douglas Bunting, F. A. Hill, and J. M. Humphrey.

Jan 2, 1914

The Library of the above-named Societies is open from 9 A.M. to 9 P.M. on all week-days, except holidays, from September 1 to June 30, and from 9 A.M. to 6 P.M. during July and August. The Library contains about 55,000 volumes, including sets of technical periodicals and the publications of scientific and technical societies. Members of the Institute, with few exceptions, are forced to spend a portion of their time in localities isolated from sources of information. To these the Library can render valuable service through correspondence; letters requesting information will receive special attention. The Library is prepared to furnish references and copies of articles on mining and metallurgical subjects; to determine the existence of mining-maps, and to furnish general information as to the geology and mineral resources of all countries. All communications should be made as definite as possible so that the information received may be what is desired and not include collateral matter which may not be of interest. The time spent in searching for such collateral matter will be saved, and the information will be sent more promptly and in more usable-shape. The members of the Institute can be of service to the Library by forwarding copies of mining-reports, maps privately issued, and similar material, which will be classified, indexed, and made available to other members. Suggestions for additions to the Library, either by purchase or personal solicitation as gifts, will be welcomed. It is hoped that members while in the city will use the Library freely, and assurance is given that most careful service will be rendered to them.

Jan 2, 1914

By William Kelly

THE objeet of this paper is to describe the electric equipment at the iron-ore mines of Penn Iron Mining Co., Vulcan, Mich. and of Republic Iron Co., Republic, Mich.; to give the result's of tests; and to discuss the methods in use from an operating as well as from an efficiency standpoint. Electricity was introduced at the Penn mines for pumping, hoisting, and compressing air in the spring of 1907, upon the completion of a hydro-electric plant built by that company on the Menominee river about 4 miles from the mines. This plant was described in a paper1 presented before the Lake Superior Mining Institute. A paper2 presented at a meeting of the same Institute describes some of the operating features, and the safety devices of the electric hoist at the Curry shaft were briefly described in the Proceedings of the First Co-operative Safety Congress held under the auspices of the Association of Iron and Steel Electrical Engineers at Milwaukee, Wis., Sept. 30 to Oct. 5, 1912.

Jan 2, 1914

By Sir Robert Hadfield

SINCE the writer has been intimately connected with the development of manganese steel for many years, some remarks upon the early work with regard to the rolling and forging of this material might he of interest, and particularly as to the question of rails of special quality and of superior wearing qualities. In a paper on Iron Alloys, with Special Deference to Manganese Steel, read before this Institute at the International Engineering Congress in Chicago in 1893,1 the writer mentioned that, about 20 years ago, his firm in Sheffield produced railroad material, such as tires and axles, of forged and rolled manganese steel, thus showing that this product could be manipulated and worked up into the various required forms. The tires illustrated in the paper referred to above formed a particularly difficult class of work to produce in a special steel, but no special obstacles were met with Although there was no difficulty at that time in making and producing manganese steel in various forms, forged, rolled or pressed; nevertheless, on account of its higher expense, sufficient encouragement

Jan 2, 1914

IRON AND STEEL COMMITTEE ALBERT SAUVEUR, Chairman .A. A. STEVENSON, Vice-Chairman HERBERT M. BOYLSTON, Secretary, Abbot Bldg., Cambridge, Mass. Guilliaem Aertsen, Robert W. Hunt, .-E: Gybbon Spilsbury, John Birkinbine, J. E. Johnson, Jr., J. S. Unger, William H. Blauvelt, William Kelly, Felix A. Vogel, Charles A. Buck, Charles Kirchhoff, Leonard Waldo, James Gayley, Richard Moldenke, William R. Walker, Henry D. Hibbard, Joseph W. Richards, William R. Webster, Henry M. Howe, C. F. W. Rys, Frederick W. Wood. Manuscripts of the following papers on iron and steel for the February -meeting have been received and accepted: Albert Sauveur, Notes on Heating and Cooling Curves of Professor Carpenter's Electrolytic Iron. H. M. Howe and A. G. Levy, Notes; on the Plastic Deformation of Steel during Overstrain.

Jan 2, 1914

(Members are urged to send in for this column any notes of interest concerning themselves or their fellow-members.) Members and guests who registered at Institute headquarters during January: A. Neustaedter, Jersey City, N. J. William Jones, Kent, England. A. J. Sweetser, Boston, Mass. Percy E. Barbour, Candor, N. C. Algernon Del Mar, Los Angeles, Cal. Herbert S. Kohlberg, El Paso, Texas. W. B. Cogswell, Syracuse, N. Y. I. N. Knapp, Ardmore, Pa. R. E. Chambers, New Glasgow, N. S.

Jan 2, 1914

By J. Allen Veatch

THERE exists in., the territory embraced between the summit of the Sierra Nevada and the coast a great dike and vein system that appears never to have been recognized in its entirety, nad many facts concerning it have never been published. This is important, not only in affording numerous clues bearing on the origin, nature, and age of the mercury deposits, and eliminating many controverted questions, but it. incidentally affords numerous facts bearing on the genesis of gold, copper, chromite, magnesite, dolomite, a type of calcite deposit, and numerous associated minerals. The mineral springs of the State almost without exception emanate from these dikes. A great range of the hydrocarbons also exists throughout the entire system of these dikes. Seepages from their, walls have frequently been mistaken as emanating from the inclosing sandstone and shale, resulting in heavy expenditures in the futile development of these Cretaceous beds, which contain no petroleum within the territory. The theory of mountain making by lateral or tangential pressure is inconsistent with some of the following recorded facts. The limitations of this paper do not admit of a description of each of the hundred or more mercury deposits embraced in the area, and therefore only typical examples will be described. The accompanying map, Fig. 1, is not submitted as complete, or as entirely accurate, but it is as nearly so as the notes at hand will admit. The field is too extensive to be completely covered by a single individual. The heavy continuous lines represent sections actually surveyed! The sections and extensions- in. dotted line are assumed, and are either unsurveyed, or -buried under younger beds. There are numerous branches connecting the great parallels that the small-scale map does not admit of plotting, even if the survey had been complete. Likewise, the conclusions in some instances may be faulty, but it is to be hoped that as a whole they may serve as a foundation on which a more complete structure may be built in the future.

Jan 2, 1914

By S. G. Valentine

BLAST-FURNACE blowing engines are broadly of two main types: either steam- or gas-driven reciprocating engines, or turbine-driven rotary engines. Some results of experience with a furnace blown by an engine of the latter type may be of sufficient general interest to relate. The first engine of this type was installed at Oxford Furnace, New Jersey, before the writer's connection with this plant, in March, 1910. This furnace uses chiefly New Jersey magnetites and had been in blast seven months on its old engines when the turbo blower was started. It was 80 ft. high by 17 ft. 6 in. bosh and 11 ft. hearth diameter. It is of interest to see from the records what happened when the turbo engine was put to work. But of course, as the old blowing equipment was rather antiquated, consisting of two I. P. Morris engines with air cylinders 72 by 72 in., in good running order, however, it is evident that the comparison between their work and that of the turbo blower cannot be interpreted as being between machines that were respectively of equal excellence as representatives of their types. Still the results were gratifying and -interesting. The records show that, with the old engines blowing 13,630 cu. ft: of air per minute, measured by piston displacement, the furnace was working up about 480 tons of stock per 24 hr. and producing an average of 132 tons per day and a maximum of 166 tons. The rotary blowing engine installed was a General Electric Co. machine, the driving end being a Curtis steam turbine and the air end a six-stage rotary compressor, all running at about 1,500 to 1,600 rev. per minute, and having a capacity of 25,000 cu. ft. of air per minute up to 25 lb. pressure, and equipped with an automatic constant-volume variable-speed governor. After running this blower, for a period equal to that covered above by the old engines, at an average rate of 15,000 cu. ft. of air per minute, the furnace worked up an average of about 592 tons of material and produced an average of 170 tons per day. Thus, on an apparent increase of 10 per cent. in the air volume there was an increase of about 23.5 per cent. in the materials worked up and of about 28.8 per cent. in the product. For the first calendar month's operation of the turbo blower, on an average of 15,040 cu. ft of air per minute, there is

Jan 2, 1914

By L. W. Page

PREVIOUS to the introduction of the motor vehicle the broken stone or macadam road met the conditions of rural horse-drawn traffic better than any other type of road, but under fast motor traffic it has been proved to be quite unsatisfactory, and necessitates high maintenance charges. Such a road depends for its success upon the fact that the rock dust fills the voids between the stones and acts as a cement or binder. Under ideal conditions it should be constructed of rock so suited to the volume and character of horse traffic that only enough fine dust is worn from the stones of which the road is composed to take the place of that carried off by wind and rain; and when these conditions are met, the fine dust resulting from the wear. of traffic forms with the stone a smooth, impervious shell, shedding the surface water and protecting the foundation. With increase in the number and speed of motor vehicles, however, it was soon found that the cost of maintenance also increased, until at the present day highway engineers consider the old method of constructing and maintaining broken-stone roads increasingly inadequate, and are introducing every known type of binding material other than rock dust to cement the stone together. Among the most prominent types of products in use are those produced from our various petroleums. That the value of modern methods of road preservation was appre¬ciated in this country much earlier than we have been accustomed to believe is demonstrated by the recent revival of an old patent which was granted to one John Martineau, of Elbridge, N. Y., in 1834. Petroleum had, of course, not been discovered at that time, but he claims as his invention and improvement "The application of tar, turpentine, or any of that class of tenacious, cohesive substances, reduced before use to a fluid state, and that state used as a cement, to apply to, and combine with sand, gravel, pebbles, and pulverized stone, such as is used for a Mc-Adam road, or cobble stone, the interstices of coarser material being in all cases filled, as well as may be, with sand and gravel and cemented with tar or turpentine, to form the wearing face or surface of streets,

Jan 2, 1914

NEW MEMBERS The following list comprises the names of those-persons who became members during the month of January, 1914. Members ADIASSEWICH, ALEXANDER, Dept. of Commerce & Industry, 11, Nadejdinskaia, St. Petersburg, Russia. BEARD, JOHN W., Mine Supt., Lane-Rincon Mines, Inca, Temascaltepec, Mex., Mexico; BORCHERDT, WALTER 0., Supt The Bertha Mineral Co., Austinville, Va BREWSTER, BURT B., Sales Engr., Sullivan Machinery Co., 1127 Central National Bank Bldg., St. Louis, Mo: CHASE, ROGER E., JR., Assayer 3906 No. Baltimore St., Tacoma, Wash. CULBERT, J. VICTOR 7S4 Wellington St., London, Ont., Canada; DICKINSON, ALBERT W., Supt. Of Mines Bevier, MO. DODSON, T. M Mores, Colliery, Schuylkill Co., Pa FORREST, CHARLES N., Chem. Engr Maurer, N. J.

Jan 2, 1914

INTERNATIONAL ENGINEERING CONGRESS This Congress will be held under the auspices of five National Engineering Societies, of whi h the Institute is one. The sessions will be held in 11 sections and the proceedings will be published in 10 volumes of 500 pages each, of which Volume 8 will contain the papers and proceedings on Mining Engineering and Metallurgy. The membership fee of $5 will entitle the holder to the volume of General Proceedings and Index, and, in addition thereto, any other single volume chosen. Other volumes may be subscribed for according to a sliding scale depending upon the number of volumes taken. The Institute will have a meeting in San Francisco during 1915, and it is desirable for our members to join the International Engineering Congress at in early date in order that their support of the enterprise may be given in its early stages, when it is most needed.

Jan 2, 1914