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By S. H. Chauvenet

The binding of the boshes and inwalls of blast furnaces has always been an expensive piece of work. When the old stone stack was replaced by the iron shell, the brickwork was kept at a thickness of five feet or more. These five-foot walls were still too thick, and the practice now is to have as thin walls as possible and to have a free circulation of air about the brickwork of the furnace. The " basket," or lattice-work biuding, accomplishes this object, but it is expensive, m to first cost, and, if any change in the diameter of a furnace has to be made, it necessitates an alteration of the binding or of the thickness of the walls.

Jan 1, 1882

By Charles A. Ashburner

THE appliances which have been proposed, and the modifications in the construction of boiler-furnaces which have been made for the prevention of smoke, and the utilization of what are ordinarily called the waste products of combustion, have been innumerable.

Jan 1, 1882

By S. H. Chauvenet

Jan 1, 1882

By T. F. Witherbee

In a paper read at the Lake Superior meeting, August, 1580, an account was given of the successful use of Rendrock. and Monaky powder upon a .scaffold- and salamander in the furnace. On April 5th, 1881,' the same trouble called for like treatment, which, though not so immediately successful, was on the whole more instructive than the first trial, and points, I trust, to a reasonably sure remedy for all such difficulties. Up to December 4th, 1880, foundry and mill iron were made from Old Bed and Sew Bed magnetite, and Kearney red hematite, when a return was made to Bessemer iron, from an inferior quality of New Bed ore as compared with that used during first blast. January lath, 1881, New Bed, Chateangay, and East-shaft, a newly-opened Bessemer deposit of Messrs. Witherbee, Sherman $ Co., were first used, and continued up to February 13th, on a fuel charge of 80 per cent. anthracite and 20 per cent. coke, the product on the three ores being about 10 tons more per day than on New Bed alone. From this time until March 11th all coal was used, and New Bed, Chateaugay, and East-shaft ores, up to February 224 and from that date Chateaugay and New Bed, the product falling off 9,8, tons per day as a result of not using coke. It is fair, however, to state that the furnace was not in good condition during this period, being over-burdened, and the New Bed ore was, temporarily, uncommonly poor, for reasons of no particular interest here. It required to properly flux it at least 140 per cent. of limestone; and 101 per ent. was actually used. March 11th, all Chateaugay ore aid 80

Jan 1, 1882

RACAL COMMITTEE OF ARRANGEMENTS Henry McCormick, Chairman; David Watts, Secretary; H. H. Campbell, A S. McCreath, S H. Chauvenet, C. E. Stafford, George S. Comstock, Jones Wister, E. C. Felton, F. W. Wood, Harvey Fisher. CITIZENS' RECEPTION COMMITTEE Governor H. M. Hoyt, Hon John C. Herman, Hon Simon Cameron, Hon. J. D. Cameron, W T. Hildrup, Charles L. Bailey, W. W. Jennings, Lane S. Hart, H. U. Carter, Gilliard Dock, T. T Wierman, Jr, James Boyd, D. L. Jauss, Dr. T J. Dunott, S. C. Gilbert. William J Rose, James Lynah, Dr. H. B Buehler, William N Lamberton, John Wister, G. M. McCauley, David Fleming, John Q. Donney, M. E. Olmsted, H. S Gross, Henry Gilbert. John B. McPherson, Lyman D. Gilbert, F. W. Forman, L. S. Bent, A. J. Dull, F. R. Leib, Dr. G. W. Belly, James McCormick. The opening session of the meeting was held in the hall. of the Young Men's Christian Association, on Tuesday evening, October 25th. Mr. Jones Wister, of the Local Committee of Arrangements, introduced the Hon. John C. Herman, mayor, who, in a brief address, extended to the members present a welcome to the city, of Harrisburg ; Lieutenant Governor Stone made an address of welcome on behalf of Governor Hoyt and the Commonwealth of Pennsylvania. President Metcalf responded, on behalf of the Institute, to the cordial addresses of the mayor and lieutenant-governor. The following persons proposed for members and associates of the Institute, and recommended by the Council, were unanimously elected :* MEMBERS. William F. Aldrich, - Montevallo, Shelby Co., Ala. George H Blake, - Steelton, Dauphin Co., Pa. L. Bertram Cady, - Salisbury, N. C. John B. Church, - Pottsville, Pa. Walter S. Church, - Pottsville, Pa, Frank L Clark, - Pittsburgh, Pa. * In the following list are included those elected at a subsequent session of this meeting.

Jan 1, 1882

We are pleased to announce the appointment of Dr. Harrison W Craver, until recently librarian of the Carnegie Library in Pittsburgh, to be Director of the combined libraries of the American Society of Civil Engineers, the American Institute of Mining Engineers, The American Society of Mechanical Engineers, the American Institute of Electrical Engineers, and the United Engineering Society. DR. HARRISON W. CRAVER. Dr. Craver was born in Owaneco, Illinois, August 10, 1875. He was educated in the public schools of Carmi, Illinois, and Terre Haute, Indiana, and the Rose Polytechnic Institute, from which he was graduated in 1895, having specialized in industrial chemistry. The following year he spent in post-graduate chemical study with Dr. W. A. Noyes. In 1896 he became chemist to Kirkpatrick & Co., Limited, of Pittsburgh, and later to

Jan 5, 1917

By AIME AIME

In the uniform of his country for the second time, Harry Phillip Stolz. Chairman of the A.I.M.E. Petroleum Division, holds a commission as Lieutenant-Commander in the Naval Reserve and is attached to the office of Inspector of Naval Petroleum Reserves in California. During World War I he left his studies at Stanford University to join the Army and was granted a commission as Second Lieutenant of Infantry. He remained in the Army Reserve until 1938 when he resigned to accept a commission as a member of the Naval Petroleum Reserves Advisory Board. Born in San Francisco Jan. 29,1899, where his father had lived since 1880, he was in that city during the turbulent year of 1906 where the city was ravaged by fire and earthquake.

Jan 1, 1942

By Harry T. Hamilton

THE genial assistant to the president of the New York Trust Co. is the latest addition to the Institute's board of directors, having been elected at the March meeting of the hoard to fill the unexpired term of the late E. E. Ellis. Usually when a banker is appointed to the board of a company the reason is obvious; the difference in this case is that the New York Trust Co. has some of the Institute's money, instead of vice versa. But Harry Hamilton is not really a banker-at least not primarily. Frefluently big financial institutions have a good mining engineer on their staffs to keep them from financing too many "cats and dogs." At any rate Mr. Hamilton gave up his consulting practice in San Francisco back in 1927, to accept his present position in New York. Until then, from the time he graduated from Yale in 1904, lie was constantly engaged in mining operations of one kind or another in the West and in Mexico. His first job was at Christmas, Ariz., where lie did "sampling and miscellaneous work" for the Saddle Mountain Mining Co. The writer tramped up to, all over, and through that property one hog day many years later, when it was run by the Christmas Mining Co., and carp assure the reader that without doubt the young Yale graduate got some good experience and was well broken in. From there Mr. Hamilton went to Cananea for a time, and then to the Copper Queen, at Bisbee, where he was a valued member of the rigging gang. An assignment of assaying and sampling for the Shan¬non Copper Co. at Metcalf lasted for a few months and then he accepted a job for a year with the geological department

Jan 1, 1936

On Jan. 1, Harvard opened its reorganized School of Engineering and will continue the work during the summer to enable the entrants to complete a full year's work by the opening of the next academic year in September. Some time ago Harvard University and the Massachusetts Institute of Technology agreed to combine effort in engineering instruction, making use of funds provided under the will of the late Gordon McKay. The agreement was objected to and the Massachusetts Supreme Court held that the arrangement was not in accord with the provisions of the will. The new arrangement has been approved both by the trustees of the McKay estate and by the governing boards of the university. Instruction will be offered in the following subjects; mechanical engineering, civil engineering, sanitary engineering, electrical engineering, mining and metallurgy, and industrial chemistry. Henry Lloyd Smyth has been appointed professor of mining and metallurgy, Albert Sauveur, professor of metallurgy and metallography, and Louis C. Graton, professor of economic geology.

Jan 2, 1919

By W. C. PAGE

HARVEY S. MUDD has the unusual distinction of having virtually inherited a Directorship in the -A.I.M.E., for he was appointed to the Board to fill the unexpired term of his father in 1926. Since then he has served as a Director continuously until 1936, and now he is a candidate for Vice-President. One of the first words that young Harvey tried to say was "ore," for he was born in Leadville, Colorado, in the heyday of that camp, where Seeley W. Mudd for years ran the Small Hopes mine. Stanford and Columbia gave him his mining education, and the Shattuck-Arizona, at Bisbee, his first job. Afterwards he examined many

Jan 1, 1937

By AIME AIME

HARVEY MUDD, mining engineer and distinguished citizen, has achieved that balance between professional and civic activities for which many of us strive but few attain. His able direction of mining operations is known to many Institute members but perhaps few know that he was in 1936 recipient of the annual award given by the City of Los Angeles to that citizen who contributed the most valuable and unselfish service to the community. Mr. Mudd was born in Leadville,

Jan 1, 1944

By Eugene McAuliffe

THE last obtainable figures of the value of the coal mining investment are those contained in the U. S. Census Reports, from data gathered in 1919. The values shown therein and set forth below cover lands and equipment and do not include distribution and marketing facilities. The working capital necessary to meet pay rolls to purchase material and supplies and workmen's compensation insurance are likewise excluded.

Jan 1, 1926

By Frederick Laist

I AM APPRECIATIVE of the honor you have done me in electing me to membership in your Society. I value the contacts with men of imagination and ideals which this implies. I am grateful for the recognition of such small contributions as I may have made, or helped to make, to the vast fund of scientific and engineering knowledge. We like to think, as we grow older, that our lives have not been purely parasitical, and that through our efforts some forward step, however small, has been taken toward improving conditions under which we live and do our work. In these days of industrial depression, we hear much criticism of our "machine age." Modern engineering, mass production, the complexity of our lives, all come in for some share of blame. The farmer is said to have been spoiled by the tractor and the gang plow, the factory worker has become a slave of the assembly conveyor, the scientific worker is no longer free but has sacrificed much of his individuality to the research organization of which he is a part. We wonder whether our work as engineers has been worth while and whether our striving after more efficient ways of doing things has been a curse to mankind rather than the boon we thought we were conferring.

Jan 1, 1932

By Paul J. Sirkegian

The problem of properly controlling the movements of underground trains in the Emma Nevada and Morris Brooks workings of the Consolidated Coppermines Corporation of Kimberly, Nev., became more complex as the rate of production increased. Ore from these mines, which are connected through a 7000-ft. single-track haulageway (Fig. I), is hoisted through the Emma Nevada shalt. All production to date has been from one level. Because of heavy ground, even on the main haulage horizon, experience has shown that it is necessary to have a minimum cross section in the drifts, thus making it impractical to have a double track system. In 1937, production was 3000 tons per day; in 1938 it was increased to 6000 tons per day and in 1940 to 9000 tons per day. Each increase necessitated a revision in the method of controlling the underground traffic. In 1937 the tramming signal system consisted of a few signal lights in the main haulage drift. These lights were two 100-watt bulbs in a metal box that had one green and one red lens on each side. The box was mounted on the underside of a drift cap timber and could be seen For a considerable distance. The lights were so arranged that all boxes showed either red or green at the same time and all were controlled by a magnetic contactor at the entrance to each lateral drift. When the lights showed green, the main haulage was clear of traffic and a train could enter it. As the motor entered the main haulage drift, the motorman pulled the cord of the magnetic contactor switch, thus changing all the main haulage lights to red, which indicated that no other train could use the main haulage until the first train had turned into a lateral drift. When a train left the main line, its motorman pulled the cord connected with the magnetic contactors, causing the haulage lights to show green again. This arrangement permitted only one train at a time to use the main haulage and thus limited the number of train trips per shift, but it was satisfactory when the ore handled was only 3000 tons per day. Second SystEM Installed With a gradual increase in production it became necessary to place a train dispatcher in charge of all trains. He controlled their movements orally, giving his orders direct or by mine phone, instructing them where to load, when to leave for the station and when to return. His objective was to group several trains traveling in the same direction. Because of the human element involved, some mistakes were made. The danger of a serious collision was always possible. There was a 90° turn and curve in the underground haulageway, therefore travel in this section was always dangerous if mistakes were made in directing traffic. To protect the train crew, particularly the rear switchman who rode the last car or caboose, a two-way push button and flash-signal system was installed on the

Jan 1, 1946

By Charles M. Brinckerhoff

The Potrerillos mine of the Andes Copper Mining Co., a subsidiary of Anaconda Copper Mining Co., is 100 miles east of the coast town of Chanaral, in the Province of Atacama, Chile. In December 1926, the plant was placed in operation and has operated continuously ever since. Block caving is the only mining method used, as it is especially suited to the grade of ore, the position and shape of the ore bodies, and the character of the ground. At the present time there are three haulage levels, which handle oxide and sulphide ores, and production from them averages 31,000 short tons daily. The purpose of this paper is to describe the layout, equipment and systems used on the gathering or main haulage levels. Haulage Layout Because of the shapes of the ore bodies, their distances from the dumping pockets

Jan 1, 1946

For handling rough rock, the shovel-train system is unexcelled. The ideal application is a physically large, but not excessively deep, open-pit mine from which the coarsely blasted ore and waste must be transported distances in excess of three miles. If, in addition, a high production rate is to be maintained, railroad haulage will probably afford a lower cost per ton transportation than will any other haulage method. Relatively gentle grades must be employed- usually 3% for uphill hauls and 4% for downhill hauls. The greater the differences in elevation the greater are the railroad track grade space requirements. By way of illustration, a 3% ramp out of a pit only 300 ft deep must be almost two miles long. Mainline track locations should be selected carefully so that the frequency of movements during the life of the mining operation is minimized. This applies both to ore and to waste haulageways. Such moves are not only expensive but difficult to execute without adversely affecting production rates. The large mine affords greater opportunities for judicious location of semi-permanent trackage.

Jan 10, 1967

By E. A. Jones

THE Southeast Missouri division of the St. Joseph Lead Co. normally hauls and hoists over 5 million tons of lead ore each year. This ore is mined in the stopes and headings of 20 mines, hauled to a main line system, see above, and transported up to 6.4 miles to ore-hoisting shafts. Average haulage distance is 2.16 miles. A few years ago a distinguished mining engineer visiting this area for the first time remarked, "You do not have a mining problem; yours is a haulage problem." Its relative importance may be gaged by the fact that mine haulage represents about 25 pct of the total cost of mining ore, the most costly single underground operation

Jan 4, 1953

By Erland Johnson

BRINE was discovered at Avery Island, La., in 1790, but it was not until 1862 that rock salt was found about 13 ft below surface-the first discovery of rock salt on the continent. Maximum elevation of the island is 152 ft and elevation at the shaft 31 ft. The mining level is 530 ft below elevation at the shaft and the shallowest salt about 12 ft below surface. A shaft was sunk in 1869 when the mining operation started. In 1898 the present shaft was sunk, and the mine has been operated by International Salt Co. ever since.

Jan 6, 1957

By G. S. Anderson

PRIOR to 1912 the only rail outlets for a large part of the coal regions of Carbon and Emery Counties. Utah, were over single-track lines of the Southern Utah R.R. and Castle Valley Ry. Companies, forming a route extending from Mohrland and Hiawatha, Utah, to a point of connection at Price, Utah, with what is now The Denver and Rio Grande Western R.R. Co. These two tap lines were poorly and inadequately constructed, with impracticable grades, lacking in equipment, and incapable of being put into condition to serve this region and handle the output of the mines, to say nothing of making possible increased production and new development. Any plans for the new development and increased output necessarily involved new and adequate railroad service. It was essential, not only that additional facilities be provided but that these facilities be in the form of an efficient and up-to-date railroad providing an independent through operation from the coal mines to a point of direct connection with the lines over which the product would be distributed to consumers. For this purpose, the Utah Railway Co. was incorporated in

Jan 1, 1948

"Located on Missouri River 16 miles N. E. from Helena, 67 miles from Butte and 18 miles below Canyon Ferry. River drainage area 16,000 sq. miles.DAM: Built in 1907; rebuilt of concrete in 1911. Maximum height 129.3 ft., length over all 720 ft.; elevation of crest 3621; elevation of bridge 3640; normal head 60'; normal tail water elevation 3568.5.SPILLWAY: Length over all 491 ft.; clear opening in 24 sections; 445' flashboards, 14 high to elevation 3635, which is 3.5' above Canyon Ferry normal tail . water elevation.PENSTOCKS: 5 of steel, 12 ft. diam., about 75 ft. long from canal to main turbines, and 3 40-inch diam. from canal to exciters.WHEELS: 5 main pairs, horizontal, center discharge, 48-inch bronze turbines, 225 rev., 4,000 h-p. at 60 ft. head, made by S. Morgan Smith Co., direct coupled to generators, and--3 single, horizontal, 25-inch units, direct coupled to exciters.GENERATORS: 5 W. E. & M. Co. water wheel type, revolving field, 2,800 k-w., 2,400 v., 225 r. p. m., 3 phase, 60 cycle alternators.OPERATION: The plant has a larger water storage than Canyon Ferry and can also use stored water from Canyon Ferry storage. Separate transmission lines 13 miles long connect to lines from Canyon Ferry to Butte, and the Plant operates in parallel with the Canyon Ferry plant."

Jan 1, 1913