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By Albert F. J. Bordeaux

(Cleveland Meeting, October, 1912.) THE immediate vicinity of the sea-shore, affording special facility for the exportation of ores, makes it possible to work certain mines in the Vladivostok district, which, in more remote places of Siberia, would remain unproductive. Outside of the city of Vladivostok the population is small and the country is very little prospected. Additional discoveries of valuable deposits like the large body of calamine which has recently been opened in the neighborhood of earlier worked lead-silver ores, in the Tetiuhe valley, are still in the field of possibilities. For many years gold alone was produced, in part from the coastal rivers and in part from a quartz-vein on Askold island near Vladivostok. But the production is diminishing, and prospectors are looking for other rivers in the interior, such as the tributaries of the Ussuri. These rivers are now more accessible than formerly, due to the slow but gradual development, of colonization by the Russian peasants. The few natives of the country, called Orodjones, are of the Chinese race. They resemble the North American Indian and are hardy fur-hunters. They have given some attention to placers and have already shown good specimens of gold-dust from the rivers Iman, Bikin, Noto, etc. Coal-mining was begun in the Vladivostok region more than 20 years ago, but in a somewhat irregular way. The industry is not as yet important and the best coal-seams are badly prospected, or ire even neglected. Copper, lead, and iron exist in several places. The amounts give some encouragement to the anticipation that the discoveries will give rise to important metallurgical works. I here present a review of the various deposits, based upon such safe information as is in hand, when I have not drawn upon my personal observations. Fig. 1 is a snap of Eastern Siberia, showing the mineral deposits.

Oct 1, 1912

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1942

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1936

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1941

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1932

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1943

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1944

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1932

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1934

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1939

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1934

By GEORGE W. HARHIS

IN the earlier period of anthracite-ruining, much coal was wasted, both underground and in the culm-banks on the surface. Such waste is common in the development of new mining districts, in which, as a rule, only the richest material can be profitably treated. In the anthracite-region, special causes operated to increase this evil. The mines were generally operated under 20-year leases, and royalties were paid upon such coal only as was actually marketed. The lessees consequently cared for immediate profit only. They were- not bound to win all the coal they exposed, or to leave it in such condition that their successors could win it. Nor was it their interest or duty to educate consumers in the use of their product. The market called for coal of large sizes ; and such coal they furnished, throwing away the rest. Any pains taken by them to bring about a more rational use of coal by their consumers would have borne fruit, after their leases had expired, to the benefit of somebody else. A full statement of the situation wits given in 1893, in the report of the State Commission, appointed in 1889 to investigate the subject.` That body included the names of Heber S. Thompson, William Griffith and the late Eckley B. Coxe.2 Its report gives special attention to the utilization of the old culm-banks.

Nov 1, 1905

By John Ziats

This chapter covers the drawing requirements for the design of a comminution plant.

Jan 1, 1982

By C. D. Woodward

PRIOR to 1902, the tramming of ore from the stopes to the shafts, in the Butte mines, was done by man or animal power, but the demand for greater tonnage and the need for more improved methods of tramming the ore resulted in the installation of the compressed-air locomotive in a few mines. Some of the objections to animal haulage were thus eliminated, but this locomotive was not generally adopted, because of a number of limiting features. It was superseded by the electric trolley locomotive. The early types of trolley locomotives were not satisfactory from the operators' viewpoint, but. they had many economic advantages and after a number of years, in which improvements were constantly made in the structural details, they became dependable, so that the use of animals for main haulage in the mines has now been practically abandoned. There are now operating in the Butte mines of the Anaconda Copper Mining Co., 185 trolley-type locomotives, each of which has replaced five animals. It cost approximately $50 per month to keep an animal, hence the economies that resulted fully justified the expenditure of electrifying the haulage systems. The haulage conditions in this company's mines possess many advantageous features that are not always found in underground mine workings. The drifts and crosscuts are large, approximately 5 ft. (1.5 m.) wide by 7 ½ ft. (2.3 m.) high, and have curves of no less than 18 ft. (5.5 m.) radius; and the roadbeds of the drifts and crosscuts have a uniform grade of 0.5 per cent. toward the shaft, or in favor of the loaded trips. In all of the mines, except two, the track gage is 18 in. (45.7 cm.), and all tracks in the main haulageways are laid with 25-lb. (11.3 kg.) rails. The stations at the shaft are large, well-lighted, clean, and cool. The average temperature of ,the stations, however, is about 75° F. (24° C.), while the average temperature in some of the drifts and crosscuts is 92° F. (33.5° C.).

Jan 2, 1922

By C. D. Woodward

PrioR to 1902, the tramming of ore from the stopes to the shafts, in the Butte mines, was done by man or animal power, but the demand for greater tonnage and the need for more improved methods of tramming the ore resulted in the installation of the compressed-air locomotive in a few mines. Some of the objections to animal haulage were thus eliminated, but this locomotive was not generally adopted, because of a number of limiting features. It was superseded by the electric trolley locomotive. The early types of trolley locomotives were not satisfactory from the operators' viewpoint, but they had many economic advantages and after a number of years, in which improvements were constantly made in the structural details, they became dependable, so that the use of animals for main haulage in the mines has now been practically abandoned. There are now operating in the Butte mines of the Anaconda Copper Mining Co., 185 trolley-type locomotives, each of which has replaced five animals. It cost approximately $50 per month to keep an animal, hence the economies that resulted fully justified the expenditure of electrifying the haulage systems. The haulage conditions in this company's mines possess many advantageous features that arc not always found in underground mine workings. The drifts and crosscuts are large, approximately 5 ft. (1.5 m.) wide by 71/2 ft. (2.3 m.) high, and have curves of no less than 18 ft. (5.5 m.) radius; and the roadbeds of the drifts and crosscuts have a uniform grade of 0.5 per cent. toward the shaft, or in favor of the loaded trips. In all of the mines, except two, the track gage is 18 in. (45.7 cm.): and all tracks in the main haulageways are laid with 25-lb. (11.3 kg.) rails. The stations at the shaft are large, well-lighted, clean, and cool. The average temperature of the stations, however, is about 75" F. (24" C.), while the average temperature in some of the drifts and crosscuts is 92" I?. (33.5" C.). As the orebodies lie at varying distances from the hoisting shafts,

Jan 1, 1923

By C. D. Woodward

PrioR to 1902, the tramming of ore from the stopes to the shafts, in the Butte mines, was done by man or animal power, but the demand for greater tonnage and the need for more improved methods of tramming the ore resulted in the installation of the compressed-air locomotive in a few mines. Some of the objections to animal haulage were thus eliminated, but this locomotive was not generally adopted, because of a number of limiting features. It was superseded by the electric trolley locomotive. The early types of trolley locomotives were not satisfactory from the operators' viewpoint, but they had many economic advantages and after a number of years, in which improvements were constantly made in the structural details, they became dependable, so that the use of animals for main haulage in the mines has now been practically abandoned. There are now operating in the Butte mines of the Anaconda Copper Mining Co., 185 trolley-type locomotives, each of which has replaced five animals. It cost approximately $50 per month to keep an animal, hence the economies that resulted fully justified the expenditure of electrifying the haulage systems. The haulage conditions in this company's mines possess many advantageous features that arc not always found in underground mine workings. The drifts and crosscuts are large, approximately 5 ft. (1.5 m.) wide by 71/2 ft. (2.3 m.) high, and have curves of no less than 18 ft. (5.5 m.) radius; and the roadbeds of the drifts and crosscuts have a uniform grade of 0.5 per cent. toward the shaft, or in favor of the loaded trips. In all of the mines, except two, the track gage is 18 in. (45.7 cm.): and all tracks in the main haulageways are laid with 25-lb. (11.3 kg.) rails. The stations at the shaft are large, well-lighted, clean, and cool. The average temperature of the stations, however, is about 75" F. (24" C.), while the average temperature in some of the drifts and crosscuts is 92" I?. (33.5" C.). As the orebodies lie at varying distances from the hoisting shafts,

Jan 1, 1923

By B. K. Larkin, H. K. van Poollen, H. C. Bixel

A detailed treatment is given of the transient pressure behavior of a well located near a linear discontinuity. On either side of the discontinuity, the values of permeability, viscosity, compressibility, and porosity are uniform, but may be different from those on the other side of the discontinuity. These results generalize previously published works which assumed the permeability ratio for media on different sides of the discontinuity was zero, one, or infinity. One application of this material would be to facilitate detection of facies changes or fluid-fluid contacts by transient testing. Solutions, presented graphically, show pressure decline for constant rate fluid production. The range of variables examined includes dimensionless time from 0.1 to 100, rnohility ratio from 0.001 to 1000 and specific compressibility ratio from 0.001 to 1000. For dimensionless tinze less than 0.4, the pressure behavior is essentially that of a well in an infinite reservoir. Thus, reservoir properties near the well may be estimated in the usual manner. Using an overlay technique to match an experimental curve with one of the theoretical curves, it is possible to estimate the distance to a discontinuity by substituting the actual time t and the corresponding dimensionless time , at which a match occurs into the equation where is the diffusivity near the well, and may be estimated from data taken at early time. Because of both the complexity of the solutions and limited computer facilities, well interference problems were not examined extensively. However, it was found that well interference may be masked by the discontinuity in some cases. By superposition of the results of constant rate fluid production, the problenz of pressure buildup may be treated. Such results show that for early shut-in times correct values for the transnzissibility are obtained from conventional semilog plotting. However, erroneous values of the static reservoir pressure are obtained unless data at large shut-in times are taken. INTRODUCTION Transient well testing has yielded estimates of such reservoir parameters as static reservoir pressure, permeability. porosity, and well bore effects. In most tests, it was assumed that the reservoirs were homogeneous and iso-tropic. Anisotropic media' and radial discontinuities were considered.'.' Various studies have been made on multiple-layer reservoirs." ' Linear discontinuities have been described for problems of one-dimensional flow.' In the present paper, a mathematical treatment is given for a well located near a linear discontinuity in an otherwise infinite medium (see Fig. 1). An actual reservoir analogy would be a well in a relatively thin reservoir near a fluid-fluid contact, or a well located in a reservoir exhibiting a sudden change in rock and formation characteristics, such as thickness, porosity, or permeability. A sudden change in porosity or permeability may be caused by clay fill or other types of facies changes. Sudden thickness changes niay be the result of such geological formations as buried shore lines and channel deposits. In otherwise uniform formations, a linear discontinuity may be caused by fluid-fluid interfaces such as oil-water contacts. 3s-oil contacts, or gas-water contacts.

By W. Ivanick, Frank W. Glaser

ORDERING reactions of Fe-Si compositions in the a region have been mentioned in a number of review articles.7-8 However, little is known in regard to the critical temperature, T at which this transformation takes place. Greiner and Stoughton,' in a study of the constitution of iron-rich Fe-Si alloys below 800°C, placed the onset of order at a composition of about 4 to 5 wt pct (7.5 to 9.5 atomic pct) Si. They observed that at this composition the ductility and strength begin to decrease sharply and brittleness develops. During X-ray studies they observed only the appearance of superlattice lines for compositions containing 12.5 atomic pct Si. More recent X-ray diffraction studies- etected the appearance of superstructure lines (corresponding to the calculated positions of [Ill] and [ZOO] reflections) for alloys containing 9.5 atomic pct. This fact confirms Greiner and Stoughton's original hypothesis in regard to the onset of order at compositions containing about 7.5 to 9.5 atomic pct Si. The physical properties.of Fe-Si alloys containing more than 10 atomic pct Si have been studied only to a limited extent. Their extreme brittleness and difficulties of sample preparation render them of little industrial use in comparison with alloys in the 0 to 10 atomic pct Si range. The properties of Fe-Si alloys reported to date are mostly properties measured at room temperature on ordered compositions It appears that because of experimental difficulties fully disordered alloys could not be produced in the critical composition ranges and their properties could therefore not be reported. In Figs. la, lb, and lc, a summary of physical properties of Fe-Si alloys, measured during recent investigations of the influence of silicon additions to iron, is presented. No mention of determination of the critical temperature, T for disorder could be found in the literature. The following is an account of work done in an attempt to: 1) produce the disordered state of various Fe-Si alloys and establish the critical temperature, T for disordering, and 2) compare the electrical and thermal conductivity characteristics of the ordered and disordered phases as functions of composition. Materials, Preparation of Test Samples, and Testing Methods Fe-Si alloys with high silicon contents (about 10 atomic pct) are usually prepared using powder metallurgy techniques. This method insures accurate compositions and high purity through the use of protective atmospheres during solid state diffusion alloying of the mixed powders."" Iron and silicon powders were mixed in the desired proportions, cold or hot pressed, and then homogenized at 1150°C for periods ranging from 6 to 12 hr under a protective getter and in a hydrogen atmosphere. Fully homogenized samples were quenched in water from various and successively higher temperatures to establish the critical temperature for disorder. Temperatures were determined using Pt—Pt-Rh thermocouples in contact with the test samples. Test bars were approximately 0.6x1.25x7.5 cm. Electrical measurements were made at room temperature by determining the potential drop over a 1.5 cm span for a current of 10 amp. Densities of the samples were determined by immersion. High temperature electrical resistivities were measured using previously described techniques.'" Specific heat conductivity up to 200°C was measured by heating one end of the test bar and water-cooling the other; heat conductivity was then obtained by subtracting the rate at which heat entered the water from the

Jan 1, 1957

THE CHAIRMAN.-Thank you. Since the papers are rather closely related, I think rather than taking them one at a time we will entertain discussion on any of these problems at this time. W. A. REICH.*-We, of course, quite a while ago got the yellow light that Mr. Cole spoke of, and like everyone else immediately started to study silicon bronzes and brasses. We were interested in the silicon bronzes and brasses because we felt that in order to replace gun metal which makes up a large part of our use we needed something with an elastic limit at least equal to that of gun metal. That means at least 12,000 lb. per sq. in. This study was aimed only at tin conservation. Then we dropped the study of silicon bronzes because high purity copper which is needed in their manufacture became a scarce item. To make a long story short we have recommended to our designing engineers that they use 85-5-5-5 wherever possible because 85-5-5-5 we understand can be made entirely from scrap with little or no tin addition. 85-5-5-5 has a lower elastic limit than 88-8-4, so we felt that we would need another substitute material, a structural alloy with an elastic limit equal to that of 88-8-4, and we immediately turned to the manganese bronze type of alloy. The poor foundry properties of standard manganese bronzes were mentioned by Mr. Thieme and since we feel that high zinc content is largely responsible for this difficulty, our development is directed along the lines of uncovering a material with a lower zinc content and which gains its elastic strength from the addition of other alloying elements, such as, aluminum, manganese and iron. It must be possible to make this alloy entirely from scrap with no additions of scarce high purity material. I would appreciate an expression of opinion on how low we can go in zinc content with this type of alloy without seriously impairing the availability, and how high we can go in aluminum content without making use of aluminum restricted for that use. We assume that the maximum lead content must be placed at 1 ½ per cent to insure good availability and we feel that about I per cent of tin in the alloy would improve salt water corrosion resistance similar to the effect of tin in Admiralty Metal. Has anyone here had experience with the effect of tin and lead on the weldability of such an alloy? C. S. COLE.-What percentage of lead and tin? W. A. REICH.-About 1 per cent of lead and 1 per cent of tin. We are studying the weldability of the alloy but perhaps someone already has the answer. (Pause, no answer) The claim has been made that 1 per cent of lead can be added to certain silicon bronzes without impairing their properties. A silicon bronze with a low zinc content requires high purity copper in its manufacture but if say the 15 per cent zinc, 44 silicon balance copper alloy could be made, with a I per cent lead content, some quantity could be made from scrap. We do not know whether the aforementioned is

Jan 1, 1943

By Henry M. Howe

THE death of Sir Lowthian Bell removes almost the last of the group of heroic leaders who made their age and ours the Age of Steel-a group which his luster and the luster of his peers, Bessemer, Siemens and Tunner, made one of the most brilliant, perhaps even the most brilliant, in the annals of industry. Born on February 15th, 1816, in Newcastle-on-Tyne, he was the eldest son of Thomas Bell, an alderman of Newcastle, and of his wife Catherine Lowthian of Newbiggin, near Carlisle, in Cumberland, and was christened Isaac Lowthian, the name of his maternal grandfather. His father was born about 1788, and came in 1808 from Newbiggin to Newcastle, where he entered the office of the Cumbrian firm of Losh and Company, manufacturers of alkali and wrought-iron, at the Walker Iron and Alkali Works, at Walker, Dear Newcastle. Young Isaac Lowthian Bell was educated at Dr. Bruce's school in Newcastle, whence he went to Germany and Denmark, learning there German and Danish. On his return he studied at Edinburgh University, and then at the Sorboune in Paris. As a student he already showed the remarkable character and application which later gained him such distinction. After studying the manufacture of alkali near Marseilles, he returned, and when about twenty years old (A.D. 1836) was employed in his father's firm, then called Losh, Wilson, and Bell. After spending a year in their Newcastle offices, and after visiting the important iron-making districts of France, Germany, Poland, and Austria, he took charge of their rolling-mills at Walker, and profited so well by his opportunities, and especially by the teachings of his father and of Mr. John Vaughan (later one of the founders of the great firm of Bolckow, Vaughan & Co.), that he was made manager of the Walker works in or about

Sep 1, 1905