Search Documents

By W. C. Hudson

"The Miami-West Palm Beach belt of silica sand, which may be suitable for the manufacture of high-grade glass, extends 65 miles northward from the neighborhood of Miami to the vicinity of West Palm Beach, The sand presumably originated in the host rocks constituting the oceanward slope of the Appalachian Mountains and the Piedmont Plateau of Georgia and the Carolinas. The sand now lies in a long, narrow, and probably thin belt that forms a dune-capped terrace marking a previous stage of submergence. The highest dune crests appear to be no more than 30 feet above sea level, and the water table is about 10 or 15 feet below the general level of the terrace.The width of the belt in several places is known to be more than a mile, and the thickness of the clean glass sand sampled ranged from 4 to more than 7 feet. Visual inspection and the meager data indicate the existence of bodies of glass sand large enough to supply foreseeable markets.Analyses of three samples indicate that beneficiation would make the sand suitable for the better grades of ordinary and flint glass.The prospective grade and quantity of sand, an available market in Florida for glassware, and the expectation of postwar expansion of the new industry of glass producing justify more detailed exploratory work and beneficiation testing.U. S. Route No. 1, Old Dixie Highway, the Seaboard Railway, and the Florida East Coast Railway, all substantially parallel and usually within a width of a mile or two, run along parts of the belt or between it and the coast. In addition to many streets and unpaved roads, a paved road crosses the belt at right angles about every 5 miles. Numerous towns are situated within or near the belt. Any area selected for a mining, processing, and manufacturing plant would be near a railroad, a highway, and water and also accessible to public utilities.The subtropical climate, famous for its pleasantly warm winters, would preclude seasonal interruption of plant operations."

Apr 1, 1946

By R. G. Knickerbocker, David Schlain, F. K. Shelton, J. H. Jacobs

"Many manganese ores contain from 0.1 to several percent cobalt. If such ores arc used for the production of ferromanganese, the cobalt is lost; on the other hand, if they are used for the production of electrolytic manganese, the cobalt can be recovered during the purification of the electrolyte.The production of cobalt in the United States is insignificant compared to the amount consumed, most of which is imported from the Belgian Congo. Cobalt-bearing manganese ores may therefore constitute an important reserve of cobalt in times of emergency. Moreover, the combined value of manganese and cobalt in some ores may be sufficient to warrant the recovery of both metals by the electrolytic manganese process, whereas the recovery of either manganese or cobalt alone might not be economically feasible.In view of the potential importance of manganese ores as a source of cobalt, a survey has boon made of the cobalt content of manganese ores. Most of the data have been obtained from analyses made in the Bureau of Mines, but valuable data have also been obtained from publications of the Geological Survey, various State publications, and other sources. Unfortunately, most published analyses of manganese ores do not include cobalt determinations; when such analyses were fairly detailed, but did not include cobalt, it was presumed that cobalt was not present in significant quantity.Information on the cobalt content of domestic manganese ores is given in table 1. Ores containing 0.1 percent or more cobalt are listed in table 2, and the districts in which such ores occur are shown in figure 1. Most of the known cobalt-bearing manganese ores occur in the southeastern part of the United States. A group of deposits in central Arizona and a few scattered deposits in other States also' contain cobalt."

Apr 1, 1946

By James Westfield, S H. Ash

Because of the increasing shortage of fuel in the United States, especially of residential fuel in the Eastern and New England States, it was essential that the maximum production of anthracite be obtained to help win the war and to prevent human distress. The nine railroads that depend on the anthracite region for a substantial portion of their business were not congested unduly with other traffic, because the region was not participating in industrial activities to the same degree as in many other sections of the United States; consequently, transportation of anthracite to the New England States, New York, New Jersey, and eastern Pennsylvania over a shorter rail haul than for any other fuel was desirable. The prevention of floods that would cause a loss of anthracite production was important to the war program. Every shutdown deprives the northeastern section of the United States of anthracite that is needed badly. Failure to prevent inundation of anthracite mines halts production, endangers the lives of workmen, damages, sometimes beyond repair, vital underground equipment, and threatens the permanent loss of a large portion of the Nation’s anthracite reserves. Funds were made available to the Department of the Interior, Bureau of Mines, for the fiscal year ended June 30, 1945, through a supplemental appropriation for anthracite investigations, one of which was to conduct inquiries and scientific and technologic investigations that have a bearing on the anthracite mine-flood problem. As part of the investigation, the Bureau proposed to obtain the cooperation of the anthracite-mining companies and the State in effecting a program to prevent the inundation of mines in the anthracite region. No large engineering projects were undertaken by the Bureau during the fiscal year ended June 30, 1945, on the anthracite mine-flood problem. Small projects were chosen that could be completed within 1 year to prevent loss of anthracite production at a critical time. It was believed that such projects would lessen the chance that flood water would inundate active mine workings.

Mar 1, 1946

By J. Wade Watkins, Joseph W. Horne, Arthur Matzick

"A successful procedure for the recovery of a valuable product from weathered tank-bottom settlings has been developed in the laboratories of the Bureau of lines and used in a field pilot plant. These heavy emulsion settlings, generally regarded by the industry as waste material, have usually been drained into open pits or storage ponds and eventually destroyed.Laboratory examination of the waste material shows it to consist essentially of a ""water-in-oil"" emulsion containing a considerable volume of congealed ""paraffin."" This paraffin is mainly high-melting-point wax; known in the industry as microcrystalline wax, for which there is an increasing demand.Because of the physical properties of this wax, the tank-bottom settlings are not responsive to conventional methods used for demulsifying ordinary crude-oil emulsions.The work upon which this report is based was conducted by the Bureau of Mines in cooperation with -the Kansas State. Board of Health and with special cooperative agreements-with the Cities Service Oil Co, Bartlesville, Okla., and the Bareco Oil Co,. Barnsdall, Okla. The studies were made under the general supervision of R. A. Cattell, chief engineer, Petroleum and Natural-Gas Division, Bureau of Mines, Washington; D. C., and H. C. Fowler, supervising engineer, Petroleum Experiment Station, Bureau of Mines, Bartlesville, Okla., and under the direct supervision of Ludwig Schmidt, senior petroleum engineer, Bureau of Mines, Bartlesville, Okla.Gratefully acknowledged are the assistance and cooperation given by the Cities Service Oil Co. of Oklahoma and especially by M. J. Kirwan, manager of production, and by Q. E. Beecher, general superintendent of production, Bartlesville, Okla., and to members of their staff at Oil Hill, Kans.The assistance and suggestions of V. R. Oakley, general superintendent, E. R. Wiles, director of research, L. G. Willis, field engineer in charge crude-oil supply, and Gerald DeWalt, chief chemist, and his staff of the Bareco Oil Co., Barnsdall, Okla., were of much value in the laboratory and recovery work."

Mar 1, 1946

By Kenneth L. Kreamalmyer

"The demand for open-hearth iron ore and the existence of suitable smelting facilities in the St. Louis area seemed to warrant investigation of several Missouri iron-ore deposits of the filled-sink type. Preliminary examinations were made in the autumn of 1944 by an engineer3/ of the Bureau of Nines, and in December of the same year funds were allotted for the exploration of these properties by churn drilling. Three properties, the Silver Hollow Bank and the Newbauer and Coleman properties, were drilled. Work was completed May 8, 1945.The Federal Geological Survey and the Missouri Geological Survey and Water Resources assisted in the project by determining the stratigraphy from drill cuttings and by mapping the drilled areas.The properties explored are in the hilly section of east-central Missouri and are connected by all-weather graveled roads with various shipping points of the St. Louis-San Francisco Railway system within 3 to 6 miles of each property.The Silver Hollow Bank, in sec., 8, T, 40 N., R. l W. Franklin County, Missouri, is in the Meramec State Game Reserve. The nearest town and shipping point is Sullivan, Mo„ which is 6 miles distant. The Newbauer property, in sec. 28, T. 41 N., R, 2 W., Franklin County, Missouri, is approximately 3 miles west of Stanton; The Coleman property, in sec. 14, T. 38 N., R. 3 W., Crawford. County, Missouri, is within a short hauling distance of the railway at Elayer, Mb. These are shown on figure 1.The region surrounding the explored areas contains a series of low-lying hills or ridges and narrow winding valleys drained by the Meramec River system. These hills seldom rise more than 200 feet above the valley floors, most of which are approximately 700 feet above sea level. Except for numerous small farms and a few small towns, the entire region is covered by a dense growth of timber and small brush. The St. Louis-San Francisco Railway system, U. S. Highway 66, and numerous all-weather State and county roads traverse the area."

Oct 1, 1945

By W. R. Gilliland, G. W. Jones

"One-phase of the accident prevention program of the Bureau of Mines is the determination of the explosion hazards of various combustible gases and vapors encountered,mining and allied industries and the development of means and methods of eliminating them.Gasoline is foremost among the combustible-liquid's as to quantity used and variety of applications in industry, It is a chief contributor to the causes of fires and explosions, taking an enormous yearly toll in property damage and considerable loss of lives.The results presented in this report evaluate the effect of various gaseous inert substances, which owing to their chemical composition, should be of considerable value in the prevention of gasoline fires and explosions. The substances investigated are as follows: Nitrogen (N2), automobile exhaust gas (85 percent N2 + 15 percent CO2), carbon dioxide(CO2), dichlorodifluoromethane (CCl2F2-Freon-12), trichloremenofluoromethane (CC13F-Freon-11), and dichloromonofluoromethane (CHCl2F-Freon-21).The general term ""gasoline"" designates a combustible liquid of such characteristics as to give satisfactory operation without preheating in spark-ignition-type internal-combustion engine. It comprises a complex hydrocarbon mixture having a limiting distillation range and produced commercially by distilling or ""cracking"" crude petroleum or other various petroleum stocks. Small proportions of other substances may be incorporated in the gasoline to enhance its antiknock properties or operating characteristics in internal-combustion engines and to increase its stability during storage, transportation, and use.It is thus seen that gasoline may have rather wide variations of chemical and physical properties, and it would: appear that the results of any investigation dealing with one particular gasoline might not be applicable to other types. However, as indicated by the results given in this report, the inflammable properties of different gasolines at normal atmospheric temperatures are influenced largely the mars volatile hydrocarbons containing 5, 6, 7 carbon atoms- in the molecule, and that the heavier constituent of higher molecular weight have a minor influence on the inflammable properties at ordinary temperatures."

Apr 1, 1946

By Beatrice L. Lukens, David Schlain, John D. Prater

"The electrolytic manganese process developed by the Bureau of Mines4/ and now in use in the commercial plant of the Electromanganese Corp. at Knoxville, Tenn., and in the Bureau of Mines pilot plant5/ at Boulder City, Nev., involves the electrolysis of a solution of manganese sulfate and ammonium sulfate in a diaphragm-type cell. Metallic manganese is deposited on the cathodes, and sulfuric acid is produced at the anodes.. The spent electrolyte contains, in addition to the sulfuric acid, approximately 30 percent of the manganese and most of the ammonium sulfate originally present in the feed solution. This spent solution is used to leach fresh ore that has previously been given a reducing roast. The resulting leach liquor is purified and returned to the cell.Since the presence of small amounts of certain impurities in the electrolyte may be very detrimental to the electrodeposition of manganese, the purification of feed solution is a very important step in the process. According to the purification method6/ now in use in the Bureau of Mines pilot plant at Boulder city, Nev., cobalt, nickel, iron, arsenic, lead, copper, etc., are removed by precipitation as sulfides at a pH of 6.0 to 6.5. Residual sulfides and colloidal material are removed from the resulting solution by ferric hydroxide formed by adding a small amount of iron sulfate and passing air through the solution. Feed solution purified in this way contains less than 1/2 mg.-per liter-of such impurities as arsenic, iron, cobalt, nickel, copper, etc., and is pure enough to give consistently excellent manganese deposits.Although this purification scheme has given satisfactory results at the Boulder City pilot plant knowledge of the specific effects of various impurities would be valuable. Such information would be useful in diagnosing the causes of cell room operating difficulties, and might aid in the recognition and correction of impurity difficulties arising from the use of new ores.. The purpose of this investigation was therefore, to study the effects of various concentrations of some common impurities.Since the effects of some impurities may not be apparent during short deposition periods and since harmful impurities often cause erratic results rather than consistently poor ones, it was believed that conclusions concerning the effects of impurities should be based upon the results of a fairly large number of 20- to 24-hour tests. Because of the time required for such tests, it was necessary to limit the scope of the work to a few of the more common impurities."

May 1, 1946

By William A. Beck

"The Old Cline mine, also known as the Old Cruse mine, was first worked for gold in1895. The property was opened by several shafts and trenches; and some stoping has been done, producing several cars of copper-gold ore in the early nineteen hundreds. Chalcopyrite is visible in selected samples; and, with the aid of a mineralite, several samples showing a considerable amount of scheelite were found on the old waste dumps.The mine is in Township 6, Cabarrus County, N. C., 5 miles north of the village of Mount Pleasant, 10 miles northeast of Concord, and about one-half mile south of Watts Crossroads. It is one-fourth mile east of the county road.When examined, the property was owned by H. F. Tompkinson, Concord, N. C., and was leased, with option to buy, by L. Nash. Titles of record were not investigated.As stated above, the Cline mine was first worked in 1895. The property was Purchased in 1902 by J. A. Clark and A. A. Smith of Atlanta, Ga., and worked for gold and copper. No record is available of the quantity of ore removed during these operations.A Bureau of Mines mining engineer3/ examined the mine as, a copper prospect on October 13, 1944.The Cline mine is in an area characterized by flat to rolling topography, dissected by many streams and rivers. It lies in the Piedmont Plateau and Varies in elevation from 700 feet to 800 feet. The surrounding country is partly wooded and partly cleared farm land.A quartz vein occurs in country rock of quartzite and greenstone.4./ The ore occurs in a series of quartz lenses, having a width of 1 to 3 feet and dipping about 750 NE, and striking N. 300 W. All these lenses have fairly sharp boundaries and in some cases are entirely separated from each other, while at other times they are connected by thin stringers of quartz. They can be traced for 1,000 to 1,200 feet by a series of shafts and test pits."

Apr 1, 1946

By M. Mahan, D. D. Blue, O. C. Garst, F. Fraas, L. Fink

"Early in World War II it became apparent that the known bauxite re- serves might not be adequate to supply the demands of the American aluminum-producing industry, as the transportation of bauxite from abroad to this country might easily be interfered with by hostile action. Consequently, the Bureau of Mines set up an intensive, well-integrated program for the production of cell-grade alumina from low-grade domestic ores. This pro-gram of investigation covered the production of alumina from clay, alumite, red mud, and other low- and marginal-grade ores. In line with the Bureau's usual policy of conservation of natural resources, it was decided that the investigation should be extended to cover the production of alumina and other valuable byproducts from aluminum dross.Statistical information showed that during the year 1943-44, an average of 2,900 tons of aluminum dross was generated monthly. This dross, after partial removal of free metal, had an average metallic aluminum content of approximately 9 percent. Some of this dross was produced by the melting of alloyed aluminum; but a large proportion 1,700 out of 2,900 tons - was generated by two producers of primary aluminum, and the dross did not contain an great proportion of alloying metals. Compared with dross from other sources, this 60 percent of the country's capacity can be assumed to have relatively uniform composition. Moreovcr, the problem of collection and distribution can be minimized because of the relatively small number of plants included in the organization of these two producers of virgin metal.Except for large pieces of metallic aluminum that easily can be mechanically separated for remelting, this dross has been discarded and scrapped. Inasmuch as chemical analyses show that the alumina content of dross is far higher-than ordinary ores - 111 percent alumina equivalent in dross compared to 57 percent alumina in bauxite - aluminum dross is a far richer source of aluminum than any known naturally occurring ores. The discard, of this waste material during the war and reconversion periods would be unsound economically. The work reported herein describes tests at the College Park Station of the Bureau of Mines on the recovery of metal, alumina, ammonia, methane, and abrasive-grade corundum from dross."

May 1, 1946

By R. H. Bedford, F. T. Johnson

"In California the history of tin mining began in Riverside County in 1853, with the discovery of the Temescal deposit. This deposit remained the only one with a production record until recent small shipments were made from Kern and San Bernardino Counties.According to the California State Division of Mines, Temescal's total output has been about 125 tons of tin, all of which was produced in 1891 and 1892. It was idle from 1892 to 1928.An extensive but unsuccessful development campaign carried on in 1928 and 1929 by the American Tin Corp. produced only half a ton of the metal, and the property again was idle until 1943, when an attempt to resume operations proved unsuccessful. After 1929 no production is recorded from California until 1944 end 1945, when small shipments of sorted ore from Kern County returned about 2 tons of tin and 1-1/3 tons was recovered from sorted ore and concentrates from San Bernardino County. The total output of tin from California has been less than 150 tons, and less than 4 percent of this was produced in the last 50 years, in spite of numerous attempts during that period to promote tin mines,So marked a scarcity of a metal essential in war makes any occurrence interesting. When some prospects were reported to the Bureau of Mines in July 1942, in a new field 10 miles east of Gorman, they were at once examined and the preliminary exploration by the owners closely followed. Eventually one was explored by bulldozing end diamond drilling as a joint project by the Bureau of Mines and the Geological Survey.To supplement this joint project, the authors undertook independently a general survey of tin in California - a survey designed to check reported occurrences and to bring their status up to date. In this work, the 37 places described in the text and spotted on the accompanying map, (fig. 1) were visited end sampled. Although traces of tin were found in many pieces, nothing that suggested a tin mine was found anywhere, and it is difficult to base much hope for appreciable future tin production upon anything found thus far in California."

Apr 1, 1946

By N. C. Dunham

"The Bureau of Mines exploratory work on the Bear Lodge, Wyo., fluorite property wider the strategic minerals Program was completed in November 1944. Exploration consisted of surface trenching, shaft sinking, and drifting at shallow depth. Doak C. Cox of the Federal Geological Survey visited the area during the latter part of 1944 and napped the Bear Lodge property.The Bear Lodge property is situated in the Black Hilts National Forest in eastern Crook County, Wyo., 6 miles north of the community of Sundance (fig. 1). Sundance is 29 miles northwest of Upton, Wyo., a station on the Chicago, Burlington, & Quincy Railroad and 43 miles southwest of a siding on the Chicago & Northwestern Railroad, 3 miles south of Belle Fourche, S. Dak. U. S. Highway 14 passes through Sundance in an east-west direction. Sundance may be reached from the south over U. S. Highway 85 and Wyoming State Highway 585.The Bear Lodge property i a situated in the Boer Lodge Mountains in secs. 15, 22, and 23, T. 52 N., R. 63W., 6th P.M.The topography in the vicinity of the fluorite deposits consists essentially of rounded hills which slope gently to the valley floors. Near the north end of the Property the terrain steepens locally, and the canyon walls are Precipitous along the courses of several streams. There is an adequate supply of water and native timber for mining purposes. The average elevation near the deposits is 5,700 feet.The climate of the region is relatively moderate. The summers are usually warm, with frequent rainstorms. Temperatures often fall below zero during the winter months. Snowfalls are moderate to heavy.Fluorite occurrences in the Bear Lodge area have been known since 1914; however, fluorite was not discovered on the Bear Lodge property until 1943, when prospectors working on a nearby manganese deposit found fluorite mineralization in the limestone. No production has been recorded from the property."

Apr 1, 1946

By William E. Dennis

"At the request of Philip S. Hoyt, the Eagle Mountain fluorspar deposits in section 35, block 68, Texas & Pacific Railroad Survey No. 9, were examined by an engineer3/ of the Bureau of Mines during March 1943: As a result of this examination; a preliminary program of trenching, sampling and core drilling by the Bureau of Mines was begun in. June 1943.4/ Eight deposits were explored.The Federal Geological Survey mapped the properties and furnished geologic information throughout the program, while the Texas .Bureau of Economic Geology6/ made preliminary maps that facilitated planning the exploratory work on section 35.The eight deposits explored by the Bureau of Mines are in block 68, Texas & Pacific Railroad Survey No. 9, Hudspeth County, Tex., approximately 7-1/2 miles south of. Hot Wells and 12-1/2 miles south of Allamoore, which is 10 miles west of Van Horn and 20 miles east of Gierra Blanco on U. S. Highway 80(fig. 1). A graded gravel road, built by the Public Roads Administration, leads from Hot Wells to the deposits in section 35, and there are unimproved roads, passable,by automobile, to all the other deposits.Carload shipments can be made to and from Hot Wells on the Southern Pacific Railroad, and complete railroad facilities are available at Allamoore on the Texas & Pacific Railroad.Van Horn and Sierra Blanca are the only local source of labor and. supplies. The prevailing wage for common labor is 60 cents an hour. Living accommodations are obtainable in Horn and Sierra Blanca.No electric power lines pass near the deposits. Diesel and gasoline motors are employed to furnish power for mining and milling operations.Two recently 'drilled water wells on section 35 furnish water for the mill. Other wells will be drilled if the present supply is inadequate for prolonged Peak operation.The properties lie in the foothills on the northeast side of the Eagle Mountains at 5,500 feet altitude. The Eagle Mountain Range rises sharply from a broad, flat valley known as Eagle Flat. Eagle Peak, the highest in the range, has an altitude of 7,510 feet. In the vicinity of the fluorspar deposits the topography is moderately reliefs ranging from 50 to 300 feet."

Jun 1, 1946

By C. R. Nisewanger, F. W. Brown

"The velocity of detonation of an explosive is one of its most important properties, because its performance depends markedly on the rate at which it releases its energy. Fortunately, the velocity of detonation is one of the few properties of an explosive that can be measured precisely. However, the velocity of detonation of an explosive may depend on several factors other than its chemical composition, such as density, physical state, degree of confinement, nature of confinement, and magnitude of initiating impulse. Presumably for an explosive of fixed chemical and physical properties there are certain limiting conditions of confinement and initiation under which the explosive will detonate at a maximum constant and uniform velocity. This velocity is its ""ideal"" velocity of detonation. It is obvious, however, that in order to evaluate performance properties of an explosive in all of its applications it may be necessary to measure its velocity of detonation under a number of conditions in which the velocity of detonation is far from the maximum ""ideal"" velocity.. Under certain-conditions the velocity of detonation may even,be,different at different points in the explosive.It is .relatively simple to determine the velocity of detonation of an explosive under a. standard set of conditions if one is free to use large quantities of the explosive and to form it into a convenient shape. Under these circumstances; one can use a thin column of explosive a meter or more in length. The time required for an explosion to travel the length of the column will not be less,of the order a few ten-thousandths of a second and can be readily and accurately measured .by means of the standard spark chronograph or by photographing the explosion with a rotating-drum camera. However in many applications the explosive charge may be of relatively small dimensions arid may not be in a form convenient for making velocity measurements and often may be enclosed in a case or other confining medium. It may be necessary to determine the velocity of detonation over distances of the order of a few centimeters, in which case the time intervals to be measured will be extremely small. For example, the time required for an explosion to traverse 1 centimeter of tetryl is of the order of 1.5 microseconds.Since no satisfactory method of determining time intervals of the order of magnitude of a few microseconds within an explosive charge was available,, at least not for all conditions that might be encountered in practice, it was necessary to develop a special electronic chronoscope which is capable of measuring time intervals as small as a microsecond with a fair degree of accuracy. This report describes the chronoscope and its application to measurements of velocities of detonation in explosives."

Mar 1, 1946

By Joseph B. Cummings

"Occurrences of fluorite on the Packard property were first examined by an engineer3/ of the Bureau of Mines in July 1943 as the result of receipt of an application for an access road. In August of the same year the showings were examined by a geologist4/ of the Federal Geological Survey. The property was again examined by an engineer5/ of the Bureau of Mines in March 1944. This last examination resulted in a proposal that access be gained by construction of a truck trail and that the Bureau of Mines undertake to explore the fluorite showings.The truck trail was constructed by the Public Roads Administration, which began the work on February 17, 1945, and completed it 8 days later.The Bureau of Mines exploratory program was completed on May 16, 1945. It consisted of stripping overburden, trenching, test pitting, tunneling, sampling, and topographic mapping.In addition to being described in some detail, the extent of the work as well as results are shown in accompanying tables and figures.Mrs. Rhoda A. Packard, Mrs. Nora 1. Cline, and C. B. Pettingill, all of Tonto Basin, Ariz., own the property, which comprises four contiguous, unpatented lode mining claims recorded at Globe, Ariz., as the Walnut and the Bluebird 2, 3, and 4. The claims are situated in T. 6 N., R. 11 E., Gila County. David L. Roscoe of Tombstone, Ariz., holds a lease and option to purchase.Access to the property is by Highway 88 from Globe, 34 miles to Roosevelt, thence 24 miles by a graded county road along the west side of Roosevelt Lake to Tonto Basin. Here the Greenback Ranch road, constructed by the Forest Service and maintained by the county, crosses Tonto Creek and continues easterly to the foothills. The truck trail leaves the road 8.5 miles east of Tonto Basin and runs 2.5 miles in a southerly direction to the property. (Fig. 1.)The fluorite deposits lie in and along a small canyon in a rough, rocky area at an altitude of about 3,400 feet, Vegetation is scant and of the usual desert variety. The summer climate is dry and hot and the winter climate moderate. Rainfall at the Forest Service Station in Tonto Basin was 11.4 inches from May 1944 through March 1945."

May 1, 1946

By William Seymour, L. D. Schmidt, J. W. Myers, W. T. Reid

"This investigation was conducted by the Bureau of Mines as part of a program of the Solid Fuels Administration to encourage the utilization of anthracite fines, the objective being to determine the practicability of using anthracite fines in the manufacture of packagedThe experimental loss of packaged fuel covered by this report were made at a commercial plant using the Glenn Smith process and ordinarily making packaged fuel from Pocahontas screenings. These lots included several made from straight antimacite mines and others made from various blends of anthracite fines with four different bituminous coals. In all cases an asphalt binder was used. Determinations of the physical properties and the cobustion characteristics o the various samples of packaged fuel were made by the. Bureau of Mines at the Central Experiment Station.The physical tests indicated that a packaged fuel of sufficient strength for ordinary handling can be made from straight anthracite coal or from a wide variety of blends of anthracite fixes with bitunimous coal, using asphaltic binder. However the combustion tests indicated that packaged fuel made from anthracite alone tended to crumble excessively during burning and that as much as 30 to 50 percent of a caking coal may be required In the mixture to produce a block having satisfactory combustion characteristics.The authors wish to acknowledge the. splendid cooperation of Messrs. H. W. Kelly, J. L. Mooney and C. H. Stoss of Columbus, Ohio, who were chiefly responsible for obtaining the materials and making all the arrangements necessary for the production of the packaged fuel for testing.Thanks are due to the officials of Carnegie Institute of Technology for the use of their Olsen. Testing Machine and to H. M. Cooper and W. A. Selvig of the Bureau of Mines for analyses and tests."

May 1, 1946

By C. C. Blade

"This report on the properties of motor fuels sold through service stations ni the Unietd States is a continuation of a series of reports made in accordance with a cooperating agreement between the Coordinating Fuel Research (CRF) Committee of the Coordinating Research Council (CRC)3/ and the Bureau of Mines of the United States Department of the Interior. The first of these reports presented data on motor gasolines sold during the winter of 1935-36.4/ Further reports were issued describing motor gasolines sold during the succeeding summers and winters to and including the summer of 1941.4/ No reports were made on motor gasolines sold during the winter of 1941-42 and during the summer of 1942. However, starting with the winter of 1942-43, the semiannual reports were resumed.4/The present report presents analytical data for 1,381 samples, representing the products of approximately 75 companies. Most of the samples represented in this report were secured during July and the first half of August, 1945. As in previous surveys, the companies covered by the survey include both large and small suppliers. Conforming to former reports, the data cover three groups of samples – regular-price, premium-price, and third-grade gasolines.As the number of analyses submitted for samples of third-grade gasoline are not considered adequate to represent this type of motor fuel, data for the analyses have not been averaged, but the individual items are tabulated. The number of samples, items and brands comprising each group is as follows: Regular-price, 733 samples, 229 items, and 57 brands; premium-price, 504 samples, 197 items, and 56 brands; third-grade, 84 samples, 28 items and 12 brands. The meanings of these terms as sued in the surveys are as follows:"

Jan 1, 1946

By W. P. Huleatt, R. B. McCulloch

"The Big Four zinc-deposit, directly above the north bank of the Green Mountain Reservoir on the Blue River, Summit County, Cole., was discovered in 1937 by the present owner, Walter McDaniel, who lives on the property. Mr. McDaniel, together with members of his family, have worked the mine on a small scale since its beginning and have shipped quantities of sorted high-grade ore to the International Smelting Co. at Tooele, Utah, and the Combined Metals Corp. at Bauer, Utah. More recently, parts of the nine have been operated by lessees.The property had been examined previously by the Federal Geological Survey, and the geological report was made available' to the Bureau of Mines.The Big Four mining claim was located in 1937 by Walter McDaniel and his wife Frances,- who had been prospecting in the vicinity since 1933. The discovery of the high-grade zinc deposit caused considerable excitement, as it had not been regarded as a mineralized area.Mining was begun in 1937 and carried on until 1944 by Mr. and Mrs. McDaniel with the help of a few hired miners. During 1944, parts of the mine were leased: to various parties Who produced small quantities of ore but did no development work.Shipments during 1941 .totaled 752 tons; during 1942, 387 tons; and during 1943, 510 tons. From the beginning of 1944 to April of that year, 98 tons wore produced and shipped to Utah,Since the lessees began operations, a grade of 30 to 35 percent zinc has been maintained by careful sorting. No production has been recorded for 1945.The Big Four mine is situated on Colorado State- Highway 9 between Dillon and Kremmling on the south face of Green Mountain overlooking the Green Mountain Reservoir, a Federal irrigation project on the Hue River, Green Mountain rises 1,600 feet above the general level of the valley to an altitude of 9,408 feet and the surrounding terrain, i s correspondingly mountainous and rugged."

Apr 1, 1946

By F. A. Rutledge

"The chromite deposits of Red Mountain, 10,miles southeast of Seldovia, Alaska, are in an intrusive of ultramafic rocks. The earliest reference to the deposits was made by U.S. Grant3/; J.B. Mertic, Jr. 4/ made a brief examination in 1917; and A.C. Gill5/ spent 7 weeks studying the ore bodies and geology of the region in 1918. The Federal Geological Survey had a field party in the region from July until September 1940 and the Red Mountain area was mapped and geological data were assembled by P.W. Guild.6/A preliminary investigation of the Kenai chromite deposits was made in July 1941 by R. S. Sanford,7/district engineer of the Bureau of Mines, accompanied by P. W. Guild, assistant geologist of the Geologi¬cal Survey. This was followed by surface sampling and core drilling, which were completed in September 1942 under the direction of John W. Cole,8 associate engineer of the Bureau of Mines. G. O. Gates, associate geologist, and A, B. Unkelsbay, junior geologist, of the Geological Survey, logged cores and interpreted geologic features revealed by Bureau of Mines drilling and trenching.9/J. C. Roehm, associate engineer of the Territorial Department of Mines; examined the Red Mountain area in august 1941.10/Additional exploration of other deposits in. the Red Mountain area was completed during the summer of 194. Work consisted of surface sampling, core drilling, and mapping. G. O. Gates, associate geologist of the Geological Survey, spent 4 days in August investigating results of the Bureau of Mines program.Throughout the exploratory work conducted by the Bureau of Mines the cooperation of Red Mountain Chromite, Inc., and especially of John Blodgett, Jr., and Collis 2, Druley, president and superintendent, respectively, was greatly appreciated. Use of their camp in the Windy River cirque and shops at Kasitsna Bay facilitated the Bureau of Mines program."

Apr 1, 1946

By R. J. O'Dea

"The United States hat large reserves of titaniferous iron ores that are a potential future source of both iron and titanium. Although it is not now economically feasible to recover iron and titanium metals from these ores, they may become important in times of stress and, in some instances, already have served as a source of pigment-quality titania.The iron- and titanium-bearing constituents of the ores considered in this report are not completely separable from each other by ore-dressing methods, and chemical (or smelting) procedures must be employed. It is im¬portant, therefore, that information be available concerting their reactivities. The most important titanium-bearing constituent is ilmenite (FeTiO3), the thermodynamic properties of which were discussed in a previous publication.3/ The results of thermodynamic studies showed that both hydrogen and carbon monoxide are relatively ineffective reducing agents for the iron in limonite. On the other hand, carbon theoretically is effective at tempera¬tures above 8510C., at which. point the combined equilibrium pressures of CO and CO2 from the reactionsFeTiO3 + C = Fe+ TiO + COand200 = C+ CO2reach 1 atmosphere.This report gives results of small-scale tests of selective reduction by carbon of the iron in titaniferous iron ores, both with and without addition of sodium carbonate. It is shown that the bulk of the iron may be reduced and separated without serious reduction or loss of titanium. Three Wyoming ores, Iron Mountain, Shanton, and Taylor, wore studied. The principal factors investigated were temperature, time, carbon:ore ratio, particle size, and sodium carbon ore ratio.Two methods of investigation were employed. In the first, intimate mixtures of ore and carbon were roasted and the reduced iron and titanium evaluated by leaching with dilute sulfuric acid and analyzing the leach solution (and, in some instances, the dried residues).Twenty grams of ore were mixed thoroughly with carbon and tamped into an alundum thimble having a loosely fitting cover. The thimble and contents were placed in a test-tube end porcelain tube and heated to the desired temperature in a Globar tube furnace. The open end of the porcelain tube was connected to a bubbler containing sulfuric acid, in a manner that permitted complete shut-off of the tube when desired. This allowed removal of the tube from the furnace at the end of the roast period without exposure of the contents to the atmosphere."

Jun 1, 1946

By L. H. McGuire, L. B. Berger

"During the period October 31 to November 4, 1944, tests were conducted by the Bureau of Mines in the Cascade Tunnel of the Great Northern Railway Cc. to determine the effects upon the tunnel atmosphere of the use of a Diesel freight locomotive through the tunnel. These tests were conducted at the request of the company to ascertain whether undesirable conditions might be caused by the discharge of Diesel engine exhaust gas in the tunnel, which was constructed for an electric haulage system and is not provided with equipment for mechanical ventilation. The use of Diesel locomotives on the division that includes the Cascade Tunnel was under consideration as a means of augmenting haulage facilities for the abnormal freight tonnage that must be handled during wartime.As the Bureau of Mines has received requests for information on the extent of contamination of the air of railroad tunnels by Diesel locomotives, this report was prepared to make available for general information the data obtained during the tests in the Cascade Tunnel. As the test locomotive is of a type used on other railroads, and as the bore and grade of the tunnel and the tonnages moved are comparable to such factors on other roads, the data should be sufficiently representative to be of general interest. The exceptional length of the Cascade Tunnel made it an excellent location for obtaining information on the composition of the tunnel air and on the movement of air induced in the tunnel by the passage of trains.The writers are indebted to C. O. Jenks, vice president of the Great Northern Railway Co., who arranged for the tests, and to the following personnel of the railroad who cooperated in the conduct of the tests: I. E. Clary, superintendent, Spokane Division, J. L. Robson, superintendent of motive power, oil and gas equipment, J. F. N. Gaynor, superintendent of electric operations, William Lowney, master mechanic, Spokane Division, and D. F. Marston and Verne Nelson, assistant superintendents of electric operations.The Cascade Tunnel is on the Spokane Division of the Great Northern Railway and pierces the Cascade Mountains some 49 miles west of Wenatchee, Wash. The west end of this division is electrified from Appleyard Station, 2 miles east of Wenatchee, to Skykomish, Wash., a distance of 73 miles. Until the described tests, only electric haulage had been employed through the tunnel since it was first opened to traffic in January 1929.The Cascade is the longest railroad tunnel in the United States - 7.79 miles. The tunnel is single-track, perfectly straight, concrete-lined, and is on an essentially uniform grade of 1.56 percent, ascending from west to east. The cross-sectional area of the tunnel is 314 square feet, the dimensions being shown in figure 1. Elevation of the east portal is 2,880 feet and of the west portal, 2,240 feet."

Jun 1, 1946