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By E. P. JENNINQS

(Cleveland meeting, October, 1912.) LARGE deposits of titaniferous iron-ore occur at Caribou, an old silver-mining camp in Boulder county, Colo., 17 miles west by south of Boulder, and a few miles northwest of the tungsten-mines. Professor Regis Chauvenet 1 published a part analysis of the ore many years ago, but gave no description of the wall-rock. Caribou hill, which contains both the silver-bearing veins and the iron-ore deposits, is a low dome of gabbro surrounded by the Archaean schists and gneisses of the Front range of the Rocky mountains, the peaks of which, a few miles west of Caribou, attain an elevation exceeding 12,000 ft. The gabbro stock is roughly elliptical in outline, with approximate diameters of 1 and 3 miles. The crest of the dome is 10,500 ft. above sea-level, and the town and ore-deposits are 500 ft. lower. Outcrops of the iron-ore occur in the town and extend NW. for 2,000 ft., where they disappear under the swampy meadows of Caribou park. Portions of the deposit are covered by drift, but one continuous outcrop is 900 ft. long and from 200 to 250 ft. wide. A second deposit is 0.25 mile south of the town along the eastern slope of the hill. It is not as well defined as the north bed, but is approximately 1,000 ft. long and from 100 to 200 ft. wide. The easily disintegrated ore does not form prominent outcrops, but the outlines of the deposits are readily traced by the large amount of ore fragments that cover the ground. Trenches and pits sunk on the outcrop expose a roughly banded magnetic iron-ore, with pyroxene as the principal gangue-mineral. The Gabbro. This rock was classified in the field as a gabbro from the presence of pyroxene and striated feldspars, and for convenience the field-name will be retained. 1 Chauvenet, Regis, Biennial Report of State School of Mines, Golden, Colo., p. 16 (1886).

Oct 1, 1912

By HORACE V. WlNCHELL

Location. THE St. Helens mining-district, indicated in sketch-map, Fig. 1, is chiefly in Townships 9 and 10 North, Ranges 5 and 6 East, of the Willamette meridian, in Skamania county, Wash. There is no railroad or even a wagon-road at present connecting it with any base of supplies; access is usually by wagon-road for FIG. I.-SKETCH-MAP OF THE STATE OF WASHINGTON. about 50 miles from the town of Castle Rock to Spirit lake, and from that point by pony-trail from 6 to 10 miles farther. History. Nearly 20 years ago two German farmers, totally inexperienced in prospecting, penetrated this region upon a hunting and fishing-trip. Their attention was drawn to numerous joints and crevices filled with black, glistening tourmaline, and con-

Oct 1, 1912

By George J. Young

(Cleveland Meeting, October, 1912.) I. GENERAL. THE recurrence of mine-fires in Nevada during the past decade is not only a matter of interest, but also one of considerable concern to engineers and mine-managers. The more important fires may he enumerated as follows: Forman Shaft fire., Gold Hill, April 21, 1903 ; shaft-house, machinery, and shaft, destroyed; loss estimated at $50,000.; Cause Unknown. Union Shaft fire, Virginia City, July 14, 1904; shaft-house, machinery, and shaft in part destroyed; loss estimated it $100,000; cause of fire stated as the careless throwing of a match in the rope-house. Sutro Tunnel fire, Virginia City, Jan. 27, 1909 ; 700 ft. of tunnel-timbering destroyed, and direct damage of $10,000; cause ' probably electric wires." Belcher Shaft fire, Gold Hill, Aug. 9, 1910; shaft-house destroyed, machinery ruined, and upper part of shaft damaged; damage, $25,000; no cause given. Belmont Mine fire, Tonopah, Feb. 23, 1911; fire started in winze ; 17 men killed. Giroux Mine fire, Kimberly, Aug. 23, 1911 ; fire originated iii shaft-station from unknown cause; 7 men killed, and $34,¬521 damage caused. (NOTE 1.-On June 11, 1912, some time after the present paper was written, a fire broke out in the pump-room on the 2475 station of the Ward shaft, Virginia City. This fire was caused by the short-circuiting and exploding of the starting-switch on No. 5 pump. The oil in the switch was scattered about and set fire to the timbers and laming of the pump-room. The pump-roan in charge notified the surface, and the * Professor of Mining and Metallurgy, Mackay School of Mines.

Oct 1, 1912

By D. O. LIVINGTON

(Presented by invitation at a meeting of the Spokane Local Section of the institute, Feb. 17, 1912.) THE Pilares de Nacozari mine is located in Sonora, 75 miles south of Douglas, Ariz. The town of Douglas is on the International Boundary and is the place at which the ores from the Bisbee mines are smelted. The Moctezuma Copper Co. owns the mines at Nacozari, and the copper-concentrates shipped to the Copper Queen smelter, at Douglas, make a good smelting-mixture with the Bisbee ores. The Moctezuma Copper Co. and the Copper Queen smelter at Douglas, as well as the railroad from Douglas to Nacozari, are owned by the Phelps Dodge Co. The ore-deposit occurs in the form of a large ellipse with a major axis of approximately 2,000 ft. and a minor axis of about 600 ft., the major axis bearing about 90 W. of N. The whole of this ellipse is more or less mineralized; the surface being principally an iron gossan with some occasional copper-stains. Below the oxidized zone, which is not more than 50 ft. deep, the minerals are pyrite and chalcopyrite, with occasional seams of chalcocite, the latter being rare. There appears to be no well-marked zone of secondary enrichment, the oxidized gossan over the greater part of the deposit changing suddenly to what is apparently the original unaltered ore. The copper-values are concentrated around the perimeter of the ellipse, and it is principally around this perimeter that the mining is done. The ore mined averages a little more than 3 per cent. of copper, with a small amount of silver, less than an ounce per ton. Some ore of considerably higher grade than this has been shipped, however, but the above average is of the mill-run. The ore is wider near the two ends of the ellipse than along the sides, and is mined in some cases to a width exceeding 200 ft. The country-rock for the first vertical 500 ft is a volcanic acid breccia, probably rhyolitic; below

Sep 1, 1912

By David W. Brunton

(San Francisco Meeting, October, 1911.) MINE-DRAINAGE and the ever-increasing demand for water on the plains have within the past few years necessitated the driving of a great number of adits and tunnels, including many of considerable size and great length. In most instances, ex isting conditions have called for extreme rapidity of execution; and this necessity, coupled with the high altitudes at which most of the work has been carried on, excessive freight-rates, and difficulty -of access, has involved many complex and interesting problems. One of the most rapidly executed undertakings of this class is the Laramie tunnel, recently completed for the Laramie-Poudre Reservoirs & Irrigation Co. This tunnel is driven through Green ridge, a spur of the Continental Divide, which separates the Laramie river from the Cache-la-Poudre in Laramie county, Colo. Green ridge is extremely persistent, and further northward in Wyoming is known as Sherman hill, the highest point on the Union Pacific railway. At the point where the tunnel is driven, two opposing bends bring these streams within 2.5 miles of each other, with a difference in elevation of 500 ft. The rock exposed on the banks of the two rivers does not differ materially in hardness; and, without a geological study of the conditions involved, it would appear that the difference in the depth of erosion of the two streams is due principally to the greater volume of water at this point in the Cache-la-Poudre, which has a drainage-area above the tunnel-portal of 110 sq. miles, as against 30 sq. miles of natural drainage for the Laramie. To increase the water-supply at the tunnel, however, this latter amount has been augmented by two side collection-canals, which bring the available drainage-area up to 84 square miles. The nearest railroad shipping-point to the eastern portal is

Apr 1, 1912

By Charles Janin

(San Francisco Meeting, October, 1911.) THE first successful bucket-elevator dredge to operate in California was put in commission at Oroville in March, 1898. There had been numerous previous attempts at dredging, but none of the earlier boats proved a success. The gold-miners in California early conceived the idea of a machine to dig gravel from the beds and bars of auriferous streams that were inaccessible by the methods then employed, and it was only a few months after the discovery of gold in California that such a machine was. shipped around Cape Horn from New York to San Francisco. This was, however, but the forerunner of many failures in gold-dredging, and was soon at the bottom of the Sacramento river. During succeeding years many other unsuccessful attempts were made, and it was not until 1897 that a dredge of the single-lift bucket-elevator type was floated on the Yuba river. This dredge was built by the Risdon Iron Works for R. H. Postlethwaite, and would probably have been a success if it had been operated on some of the rich Oroville ground instead of in a turbulent stream, where the dredge was wrecked during a flood, and was not repaired. Fig. 1 is a sketch-map of California, showing gold-dredging areas. It is not my intention to narrate in detail the history of the early failures in gold-dredging, and the various steps in the development of the modern boat, but merely to touch upon this in a general way, and to call attention to the wide difference in capacity and operating-cost between the first successful dredge, with an actual capacity of 600 cu. yd. per day-though its rated capacity was in excess of this-and the present modern dredge with 15-cu. ft. buckets, and an average capacity of 250,000 cu. .yd. per month. Even this enormous capacity has several times been exceeded on monthly runs. The first successful dredges

Mar 1, 1912

By Fred T. Williams

The Park City mining-district is distinctively a camp of few properties, 5,000 acres, or one-third of the entire district, being under the management of but three companies. As a rule, the ore-bodies lie deep, with no outcrop, except where erosion has formed the deeper canyons and gulches. Ontario canyon exposed the famous Ontario ledge, and Woodside gulch showed the first ore of the Silver King Coalition mine. The Quincy ore-bodies were first brought to light in upper Empire canyon, and Thaynes canyon was instrumental in aiding the prospector during the early days of the camp. There are 22 shafts which have reached a depth of at least 500 ft., ten a depth of 1,000 ft., five a depth of 1,300 ft., and two a depth of 2,000 ft. The amount of lateral development has been proportiorlally extensive, including six long tunnels, four of which are in 3 miles, with a fifth now being driven. The Ontario lower drain-tunnel is now more than 4 miles long. The formations are sedimentary, dipping about 30° NW. and N., and traversed by many fissures, dikes, and faults. The principal ore-bodies are found. associated either with the contact of the basal Ontario quartzite and the overlying limes, or on a quartzite stratum within the limes, or in the fissures, or along some of the porphyry dikes. The district covers the intersection of the Uintah and Wasatch ranges, which explains the existence of large folds and faults, and fissures of great length, width, and depth. In a general way, the geology of the district consists of a basal quartzite dome, which has been exposed by erosion at the Ontario property. The Ontario fissure lies entirely within this formation. Flanking this dome on the west, north, and east lie

Jan 1, 1912

By W. L. Saunders

It is now generally admitted by experts that at least so far as rapid progress is concerned the Alpine system of tunnel-driving is superior to any other. This is perhaps natural in view of the record of experience in driving tunnels through the Alps. These great mountain-chains cannot be treated in the ordinary way by shaft-sinking and driving headings, thus multiplying the points of attack. The work must be done from the ends only, hence speed in driving is of the utmost importance ; and, as necessity is the mother of invention, the concentration of effort to make progress has resulted in an organization and in mechanical appliances that have produced results so much in excess of the usual practice, even in America, that a discussion of the subject in detail should be of much value to the engineer and contractor. The first Alpine tunnel mas the Mont Cenis, length 7.5 miles, driven with a progress that averaged about 7.75 ft. per day. Next came the Saint Gothard, 9.5 niiles long, 18 ft. per day; Arlberg, 6.5 miles long, 27.25 ft. per day; Simplon, 12.25 miles long, 36 ft. per day. The figures represent progress when driving from two headings, so that by dividing them in two we get the daily single-heading progress. The latest of the Alpine tunnels is the Loetschberg, now being driven. In this work the world's record has been beaten by a single day's record in one heading of 36 ft. and by an average daily record in one heading of 29.5 feet. The Alpine range forms a natural barrier between a large section of northern and southern Europe. This range extends from the southeast of Prance to the frontier of Hungary, betveen Italy and the plains of sonthern Germany. The contour

Jan 1, 1912

By R. W. Raymond

On the Manchuria. SOMEWHAT fatigued with excess of enjoyment and strenuous continuity of movement on the trip to and through California, the members and guests of the Institute party embarked Tuesday, Oct. 17, on the Pacific Mail S. S. Manchuria for a further journey to and through Japan. The good ship displayed the flag of the Institute (blue cross-hammers on a white ground), together with the Stars and Stripes and the ensign of the company. Uninterrupted fair weather and smooth water attended the passage to Honolulu. The Manchuria proved herself most commodious, comfortable and clean ("A sweeter steamship never sailed," quoth President Hunt) ; Captain Dixon and his officers were most agreeable, as well as most efficient; the passenger list comprised many congenial people besides ourselves-among them a score of missionary folk, and also Mr. M. H. de Young, Vice-President of the Panama

Jan 1, 1912

By Albert H. Fay, Herbert M. Wilson

The national mine-safety demonstration at Pittsburgh, Pa., was projected and undertaken in the hope that it would aid the increase of safety in the mining industry. That the national mine-safety demonstration was warranted and has served a useful purpose was evidenced by the attendance, not only at the public demonstration in Forbes Field, but also at the more special exhibit of the work of the Bureau of Mines at the arsenal grounds and at the experimsntal. mine. Nearly 2,000 persons witnessed the demonstrations and exhibits of the Bureau of Mines at the arsenal grounds on the morning of October 30, 1911. The spectators were all mine operators, miners, or persons interested in mining, and represented operations in all parts of the United States. Nearly 1,200 of these persons visited the bureau's experimental mine at Bruceton to witness ~th~explosion of coal dust. Had the weather, which was exceptionally inclement, been more favorable, there would doubtless have been a much larger attendance. At the public demonstration in Forbes Field, which· was witnessed by President Taft, from 12,000 to 15,000 persons, chiefly mining men, were present and attested their interest and enthusiasm in the minesafety exhibits by remaining throughout the proceedings, regardless of the rain which fell all the morning .. Sincethis demonstration, the organization of first-aid corps and of rescue corps has been undertaken at mines where there had previously been no such organizations. The bureau has received letters of commendation attesting the value of the demonstration in drawing· attention to the dangers and to possible means of greater safety in mining. Many of these letters have urged that the results of the demonstration be published for the guidance and instruction of those who were present. In response to these reauests the following account of the mine- BlIIeLY demonstration lias been prepared. IIi its preparation various division and section chiefs of the Bureau of Mines have cooperated. The authors acknowledge the assistance they have received from those section chiefs and other members of the bureau who contributed detailed descriptions of apparatus exhibited at the demonstration or of investigations represented.

Jan 1, 1912

By H. H. Stoek

(Wilkes-Barre Meeting, June, 1911.) THE origin of the Mine-Rescue Service of the State of Illinois can be traced to two distinct sources, the work of the Rescue Station at Urbana and the Cherry disaster. During the early part of the year 1909, the Technologic Branch of the U. S. Geological Survey, now the Bureau of Mines, in connection with the Illinois Geological Survey and the College of Engineering of the University of Illinois, established at the University of Illinois, in Urbana, a branch rescue-station to supplement the work of the Pittsburg station of the Geological Survey. As a result of the work of training at the station in Urbana by R. Y. Williams, mining engineer, and James Webb, foreman of the Bureau of Mines, and the use of the helmets at several mine-accidents in the State of Illinois, . the people of the State were somewhat familiar with oxygen-helmets when the Cherry disaster occurred, in November, 1910. The oxygen-helmets were successfully used in connection with that disaster, and upon the recommendation of the Illinois Mining Investigation Commission, the Legislature of the State, assembled in special session during the winter of 1910, passed a bill appropriating $75,000 for the erection and maintenance of three rescue-stations, stipulating that they should be located in the northern, central, and southern parts of the State. The Act also provided that the stations should be in charge of a Commission of seven, two representing the United Mine Workers of Illinois, two the mine-operators, one the Federal Bureau of Mines, one the State mine-inspectors, and one the Department of Mining Engineering of the University of Illinois. This Commission was called together by the Governor of the State, Aug. 2, 1910, and since that time three stations have been located, built, and equipped: at La Salle for the northern

Dec 1, 1911

By AIME AIME

GENERAL COMMITTEES. SAN FRANCISCO:-ExECUTIVE, Hon. William C. Ralston, Chairman; RECEPTION, Prow. Samuel B. Christy, Chairman; SESSIONS, Frederic W. Bradley, Chairman; PRESS, H. Foster Bain, Chairman; FINANCE, Mark L. Requa, Chairman; EXCURSIONS AND ENTERTAINMENTS, Edward H. Benjamin, Chairman. Assisted by Harry P. Stow, C. W.Merrill, F. W. Griffin, Gelasio Caetani, Albert Burch, Newton Cleaveland, Corey C. Brayton and R. E. Cranston. Los ANGELES :-EXECUTIVE, Theo. B. Comstock, Chairman; R. W. Hadden, Secretary; H. R. Simpson, Treasurer. Institute Headquarters at Hotel St. Francis. The first and opening session, held Tuesday afternoon, Oct. 10,. in the Reception-Hall of the St. Francis, was called to order by State Senator William C. Ralston, Chairman of the Executive Committee, who in a few well-chosen words welcomed the visiting members and guests of the Institute to San Francisco. He said it was twelve years since the last meeting on the Pacific Coast and that it was here that the greatest feats. of mining had been accomplished in the history of the country. He told of the work that had been done on the continent and of the new methods introduced by the mining engineers for the betterment of the nation. He then introduced Capt. Robert W. Hunt, twice past President of the Institute, and present Acting President for the San Francisco meeting and the subsequent visit to Japan, who responded cordially to Mr. Ralston's welcoming address. By unanimous vote, the Secretary was instructed to send a telegram to President Charles Kirchhoff expressing regret for his absence, and hoping for a rapid improvement in the health of his mother. The following papers were presented in brief oral abstract by the authors: . * Electrolytic Refining at the U. S. Mint, San Francisco, Cal., by Edward B. Durham, San Francisco, Cal. The Parral Tank System of Agitating Slime-Pulp, by Bernard MacDonald, Guanajuato, Mexico. * The Newport Iron-Mine, Ironwood, Mich., by B. W. Vallat, Ironwood, Mich. (illustrated by lantern-slides). * Distributed in pamphlet worm.

Nov 1, 1911

By James E. Little

(Wilkes-Barre Meeting, June, 1911.) OF the several extensive deposits of brown iron-ore in Cuba, including those of Mayari and Moa, that of Mayari was the first to be systematically explored, and was selected as the scene of the first operations in the development of this class of ore. Construction-work, begun in the spring of 1907, involved the building of 16 miles of standard-gauge railroad and two large double-track inclines, the installation of mining-machinery, a nodulizing-plant, power-plant, shops and shipping-facilities, and the dredging of an extensive basin for deep-draught vessels. Unusual weather-conditions delayed the completion of portions of this work so that the entire plant was not in operation until December, 1909. The ore in its natural state contains a very large percentage of water, which increases to some extent with the depth below the surface. Near the surface it is red in color, with somewhat granular structure. The color gradually changes with depth, finally reaching a bright yellow. The consistency also changes towards, the bottom to a clay-like, sticky mass. The relative proportion of red and yellow ore is quite variable; in some places the yellow reaches close to the surface, while in others the red extends almost to the underlying serpentine. Fig. 1 is a map showing the Mayari division of the Spanish-American Iron Co. The ore lies on an irregular plateau about 15 miles long and 5 miles wide at the widest point, entirely covered with pine trees and brush, which grow directly on the ore. The elevation at the northern extremity, which is approached by the railroad, is about 1,700 ft. above sea-level. At the southern end the general elevation is about 2,000 ft. Ore is removed by means of scraper-bucket excavators and steam-shovels, these machines loading into special standard-guage, side-dump steel cars of 100,000 lb. capacity. A short haul

Aug 1, 1911

By John Birkinbine

(Wilkes-Barre Meeting, June, 1911). MODERN advances in practically all lines of industrial development have occurred in such rapid succession, and have been accepted so readily as accomplished facts, that a retrospect surprises us, by showing how comparatively few of the acknowledged factors of improved conditions may be considered as old. While these advances have not been confined to any country, they have been more pronounced in some than in others, and nowhere more so than in the United States, the population of which, having multiplied nearly three-fold between 1870 and 1910, demanded a proportionately greater increase in materials, supplies, and manufactured products. It therefore appears desirable to discuss mainly conditions in the United States, as concrete evidence of industrial progress throughout the world. Looking backward for but three generations, we may trace the introduction and development of canal- and steamboat-navigation; railroad-transportation; artificial illumination beyond that furnished by candles and lard-oil; quick communication by mail, and subsequently by telegraph or telephone; the manufacture of iron, beyond forms of small dimensions; the production and utilization of steel in large quantities; the economic use of mineral fuel, oil and gas, etc. The practical coincidence of the fortieth anniversary and the 100th technical meeting of the American Institute of Mining Engineers, offers temptation to recall and compare the conditions of mining and metallurgy in or about the years 1871 and 1911. A complete resume would cover phenomenal changes in mining-methods and equipment by which the output of individual exploitation has grown from scores to hundreds and even thousands of units in equal time-intervals. Extension of operations in depth and area, demanding machinery of great power

Aug 1, 1911

By W. L. Saunders

(Wilkes-Barre Meeting, June, 1911.) I. INTRODUCTION. IT is now generally admitted by experts that at least so far as rapid progress is concerned the Alpine system of tunnel-driving is superior to any other. This is perhaps natural in view of the record of experience in driving tunnels through the Alps. These great mountain-chains cannot be treated in the ordinary way by shaft-sinking and driving headings, thus multiplying the points of attack. The work must be done from the ends only, hence speed in driving is of the utmost importance; and, as necessity is the mother of invention, the concentration of effort to make progress has resulted in an organization and in mechanical appliances that have produced results so much in excess of the usual practice, even in America, that a discussion of the subject in detail should be of much value to the engineer and contractor. The first Alpine tunnel was the Mont Cenis, length 7.5 miles, driven with a progress that averaged about 7.75 ft. per day. Next came the Saint Gothard, 9.5 miles long, 18 ft. per day; Arlberg, 6.5 miles long, 27.25 ft. per day; Simplon, 12.25 miles long, 36 ft. per day. The figures represent progress when driving from two headings, so that by dividing them in two we get the daily single-heading progress. The latest of the Alpine tunnels is the Loetschberg, now being driven. In this work the world's record has been beaten by a single day's record in one heading of 36 ft. and by an average daily record in. one heading of 29.5 feet. The Alpine range forms a natural barrier between a large section of northern and southern Europe. This range extends from the southeast of France to the frontier of Hungary, between Italy and the plains of southern Germany. The contour

Jul 1, 1911

By AIME AIME

LOCAL COMMITTEES. EXECUTIVE.-W. A. Lathrop, Chairman; R. V. Norris, Secretary; S. D. Warriner, Treasurer; Irving A.. Stearns, W. J. Richards, H. S. Drinker, C. D. Simpson. GENERAL RECEPTION.-Irving A. Stearns, Chairman. Archibald, James, Jr., Pottsville. Lawall, E. H., Wilkes-Barre. Ashley, H. H., Wilkes-Barre. Lentz, W. 0., Mauch Chunk. Ayres, WV. S., Hazleton. Lewis, Albert, Bear Creek. Beard, J. T., Scranton. Loomis, W. H., Jeddo. Bridgman, J. C., Wilkes-Barre. Markle, Alvan, Hazleton. Bunting, Douglas, Wilkes-Barre. Markle, John, Jeddo. Chase, F. M., Wilkes-Barre. Neale, J. B., Minersville. Coroner, Eli T., Scranton. Norris, R. V., Wilkes-Barre. Cote, E. B., Jr., Drifton. Oliver, Paul A., Oliver's Mills. Davies, W. H., Hazleton. Owens, W. D., Pittston. Davis, H. G., Dorranceton. Pardee, 1. P., Hazleton. Dodge, W. F., Wilkes-Barre. Quin, R. A., Wilkes-Barre.

Jul 1, 1911

By FRED T. WILLIANS

INTRODUCTION. THE Park City mining-district is distinctively a camp of few properties, 5,000 acres, or one-third of the entire district, being under the management of but three companies. As a rule, the ore-bodies lie deep, with no outcrop, except where erosion has formed the deeper canyons and gulches. Ontario canyon exposed the famous Ontario ledge, and Woodside gulch showed the first ore of the Silver King Coalition mine. The Quincy ore-bodies were first brought to light in upper Empire canyon, and Thaynes canyon was instrumental in aiding the prospector during the early days of the camp. There are 22 shafts which have reached a depth of at least 500 ft., ten a depth of 1,000 ft., five a depth of 1,300 ft., and two a depth of 2,000 ft. The amount of lateral development has been proportionally extensive, including six long tunnels, four of which are in 3 miles, with a fifth now being driven. The Ontario lower drain-tunnel is now more than 4 miles long. The formations are sedimentary, dipping about 30° NW. and N., and traversed by many fissures, dikes, and faults. The principal ore-bodies are found associated either with the contact of the basal Ontario quartzite and the overlying limes, or on a quartzite stratum within the limes, or in the fissures, or along some of the porphyry dikes. The district covers the intersection of the Uintah and Wasatch ranges, which explains the existence of large folds and faults, and fissures of great length, width, and depth. In a general way, the geology of the district consists of a basal quartzite dome, which has been exposed by erosion at the Ontario property. The Ontario fissure lies entirely within this formation. Flanking this dome on the west, north, and east lie

Jun 1, 1911

By R. V. Norris

1. INTRODUCTION. THE anthracite coal trade, with a shipment averaging about 70,000,000 tons per year, differs essentially from other coal business, in the fact that the larger sizes, comprising about 65 per cent. of the total, are used almost exclusively for domestic purposes, principally during the winter months; and that for proper combustion close-sizing is imperative, so that eight sizes are made; broken, egg, stove, and nut, known as prepared sizes, and pea, buckwheat, rice, and barley, known as steam sizes. These sizes are made in the regular course of preparation, and but little variation in the natural percentage of each is practicable. Thus it is necessary either to work the collieries intermittently, or to dispose of all the varying sizes in their fixed proportions. Unfortunately, the market does not at all times absorb the coal in proper proportions, and rather than interfere with the regular operation of the mines it has been found economical to provide storage for the excess. While the cellars of the consumers are the great storage-plants of the country, this capacity is not under the control of the trade, except so far as reduced prices during the spring and summer months may tempt the use of this reserve. The same remark applies but with less force to the retail yards, which,, though usually small, store in the aggregate a large amount of anthracite. While every effort is made to utilize to the utmost the individual storage-capacity of the country, there still remains the necessity for taking care of the irregularities of the market by the construction of storage-plants under the direct control of the producers. Such plants are usually the property of the railroads, and are situated at points most convenient from a traffic stand-point.

Jun 1, 1911

By Jennings S. Cox

(Glen Summit Meeting, June, 1911.) THE following notes, prepared in 1908, as the result of a personal examination and extensive explorations under my direction in 1906, have been revised and greatly augmented after two subsequent visits and further explorations in 191.0. The hard iron-ores of the south coast of Oriente Province, in the island of Cuba, have been known for many years, in fact one mine has been in operation for more than 20 years ; but it is only within the past four years that the large mantle-deposits of brown ores of the north coast have attracted serious attention. A. C. Spencer 1 has described these ores in a paper, entitled Three Deposits of Iron Ore in Cuba, which refers to the Mayari, Moa, and Cubitas deposits. C. M. Weld,2 in a scholarly paper on The Residual Brown Iron-Ores of Cuba, has discussed the character and possible genesis of these deposits with particular reference to the Moa field, calling attention also to the Taco and Navas fields in addition to those described by Spencer. Descriptive articles with reference to the Mayari field, and a few words about the Moa deposit, have also appeared.3 It is the purpose of the present paper to give some account of the exploration of the Moa deposit and to call attention to its commercial importance. LOCATION. The Moa district is situated on the north coast of the . Province of Oriente, which is the most easterly province of the island of Cuba. It lies on the northern or seaward slope of 1 Bulletin No. 340, U. S. Geological Survey, pp. 318 to 329 (1908). 2 Trans., xl., 299 to 312 (1910). 3 Iron Age, vol. lxxx., No. 7, pp. 421 to 426 (Aug. 15, 1907), and vol. lxxxi., No. 15, pp. 1149 to 1157 (April 9, 1908).

Mar 1, 1911

By DIFTIGIHT E. WOODBRIDGE

(Glen Summit Meeting, June, 1911,) DURING April, May, and June, 1910, I was in charge of an examination of the greater part of the Moa iron-ore area in Oriente Province, Cuba, on the north coast, near the east end of the island. My instructions, on arrival at the properties, were to check former estimates of tonnages and grades, and to re-examine the ore comprised in claims covering 44,727 acres. This work included .the running of lines dividing the properties into co-ordinate planes, the boring of many thousand feet of holes spaced at the intersections of these co-ordinates, the taking of samples of the ore penetrated, the analysis of these samples for their various constituent minerals, and the determination of the results as to tonnages, depths, and grades, both for individual properties and for the entire group. Each section of every one of the thousand holes drilled was to be compensated for depth and grade with every other, a series of simple arithmetical calculations of no slight magnitude, the mere mechanical labor of which consumed much time, but finally resulted in giving a complete average of all the essential facts for the entire area of 18,000 hectares. Had it not been for the more than willing, active, and able co-operation of the officers of the Spanish-American Iron Co., from Charles F. Rand, President, and Jennings S. Cox, General Manager, down to the most humble water-carrier, the work would have consumed far more time than it did. Papers prepared by others, and to which my present paper may be considered an addendum, elucidate, more fully than I could hope to do, the origin and geological character of these ores. I will confine myself to the situation, method and expense of exploration, and to probable courses of development and mining, with some attention to the cost of the ore delivered in the United States.

Mar 1, 1911