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By Albert Sauveur

IT is not without some hesitation, and even misgiving, that I venture into a discussion of the now classical Roberts-Austen Roozeboom diagram, lest I too fail, like so many other writers, in giving a satisfactory and logical explanation of these interesting curves. Roozeboom's original diagram is reproduced in Fig. 1. The generally accepted meaning of the various curves has been so often described before this Institute that it will suffice to recall it briefly before passing to my own interpretation of the changes involved.

Nov 1, 1906

By AIME AIME

Council.* PRESIDENT OF THE COUNCIL. ROBERT W. HUNT CHICAGO, ILL. (Term expires February, 1907.) VICE-PRESIDENTS OF THE COUNCIL. WILLIAM P. BLAKE TUCSON, ARIZ. THOMAS F. COLE DULUTH, MINN. IRVING A. STEARNS WILKES-BARRE, PA. (Term expires February, 1907.) HENRY AL HOWE NEW YORK, N. Y. J. B. GRANT DENVER, COLO. JAMES D. HAGUE NEW YORK, N. Y. (Term expires February, 1909.)

Nov 1, 1906

By H. Hubert

THE first attempts at direct utilization of blast-furnace gas in engines were made in 1895. For a considerable time the gas had been burnt in Cowper stoves for heating the blast for the furnace, and under the boilers which supplied steam to the blowing-engines, and others serving the furnaces. It was natural, therefore, that the idea of directly employing it in gas-engines should have occurred simultaneously to several engineers, notably to Lürmann and to Lencauchez, who had pointed out the blast-furnace as a powerful -gas-producer. Nevertheless, nowhere had any attempt been made to apply it to this purpose up to the end of 1894, when Thwaite proposed it to Mr. James Riley, of the Glasgow Iron & Steel Company. About the same time investigations were being made in Belgium and in Germany, independently of Thwaite's experiments, which were not generally known on the Continent. The industrial world, which up to that time had hardly favored the idea, had thus been gradually prepared to receive it. The gas-engine, long restricted to small sizes and dependent upon the use of an expensive fuel obtainable only in large centers, now began to make headway. At the Paris Exhibition of 1889 two engines of 100 h.p. were shown and excited much interest among engineers. One had four cylinders, and was made at the celebrated works of the Deutz Company, and the other was a single-cylinder engine, exhibited by two French designers, Messrs. Delamare-Deboutteville and Malandin. In the meanwhile the design of gas-producers had made important progress, completely freeing the new engine from its

Nov 1, 1906

By AIME AIME

R. A. Hadfield, W. H. Bleckly, The Rt. Hon. Sir James Kitson, Bart., M. P.', E. Windsor Richards, E. P. Martin, Andrew Carnegie, Sir Hugh Bell, Bart., Bennett H. Brough. Patrons. Adamson, Joseph, & Co., Hyde; Aird, John, & Co., London ; .Akrill, C., & Co., Ltd., West Bromwich ; Anderson Foundry Co., Ltd.,. Port Clarence, Middlesbrough ;. Armstrong, Sir W. G., Whitworth & Co., Ltd., Newcastle-on Tyne ; As¬sociated Portland Cement Manufacturers (1900), Ltd., London; Babcock & Wilcox, Ltd., London; Baird, William, & Co., Ltd., Glasgow ; Baldwin's, Ltd., Stourport; Barclay, Andrew, Sons & Co., Ltd., Kilmarnock; Barrow Hematite Steel Co., Ltd., Barrow-in-Furness; Bayliss, Jones & Bayliss, Ltd., Wolverhampton ; Beardshaw, J., & Son, Ltd., Sheffield ; Bell Brothers, Ltd., Middlesbrough ; Bolckow, Vaughan & Co., Ltd., Middlesbrough ; Booth, Joseph, & Bros., Ltd., Leeds ; Briton Ferry Works, Ltd., Briton Ferry; Butlin, Thomas, & Co., Ltd., Wellingborough ; Butterley Co., Ltd., Alfreton ; Byrne, James, & Co., Middlesbrough; Cargo Fleet Iron Co., Ltd., Middlesbrough.;. Carnforth Hematite Iron Co., Ltd., Carnforth ; Cochrane & Co., Ltd., Middlesbrough ; Coltness Iron Co., Ltd., Glasgow ; Colville, David, & Sons, Ltd., Motherwell ; Consett Iron Co., Ltd., Consett ; Cooke, William, & Co., Ltd., Tinsley ; Craggs, R., & Sons, Ltd., Middlesbrough ; Darwen & Mostyn Iron Co., Ltd., Mostyn ; Dorman, Long & Co., Middlesbrough ; Dunlop, J., & Co., Ltd., Glasgow ; Ebbw Vale Steel, Iron & Coal Co., Ltd., Ebbw Vale ; Engineer, The, The Proprietors. of, Lon¬don ; Engineering, The Proprietors of, London ; Etna Iron & Steel Co., Mother¬well ; Farnley Iron Co., Ltd., Leeds ; Firth, Thomas, & Sons, Ltd., Sheffield ; Rather, W. T., Ltd., Sheffield ; Fraser & Chalmers, Ltd., Erith ; Frodingham Iron & Steel Co., Ltd., Doncaster; Gjers, Mills & Co., Ltd., Middlesbrough ; Glenboig Union Fire-Clay Co., Ltd., Glasgow ; Glengarnock Iron & Steel Co.; Ltd., Glengarnock ; Guest, Keen & Nettlefolds, Ltd., Birmingham ; Hadfield's Steel Foundry Co., Ltd., Sheffield ; Hall, J. & E., Ltd., Dartford ; Harkness, W.; & Sons; Ltd., Middlesbrough ; Harrison & Co., Ltd., Lincoln ; Head, Wrightson & Co., Ltd., Stockton-on-Tees ; Hill, John, & Co., Middlesbrough ; Hingley, N., & Sons, Ltd., Dudley ; Hopper, John I., Ltd., Thornaby-on-Tees; Hull Forge Iron &-Steel Co., Ltd., Hull; Iron and Coal Trades Review, The Proprietors of, London ; Ironmonger, The, The Proprietors of, London ; Jackman, Joseph, & Co., Ltd., Sheffield ; Jessop & Appleby Bros., Ltd., Leicester and London ; Jes-

Nov 1, 1906

By AIME AIME

BUILDING This building is so near completion in every respect that the Trustees expect to take possession of it December 15, and it may be anticipated that the three Founder Societies will occupy their respective quarters in it before January. The official "house-warming? will take place at a considerably later date, to be hereafter announced. Under these circumstances, it is deemed unnecessary to give here any detailed report of the present condition of the work. Full particulars will doubtless be published in the Bi-Monthly Bulletin, No. 13, January, 1907

Nov 1, 1906

By AIME AIME

This section contains announcements of general interest to the members of the Institute, but not always of sufficient permanent value to warrant republication in the volumes of the Transactions.

Sep 1, 1906

By C. E. Corson

THE experiments of which the results and significance are set forth in this paper do not by any means cover the whole subject of the heat-treatment of the material referred to, yet they constitute a contribution to that general subject, rather than to the special department of annealing. The material here considered is acid open-hearth steel, containing from 0.50 to 0.80 per cent of carbon, with a nearly uniform percentage of other elements. This class of steel is rapidly increasing in commercial importance. It is even rumored that the rail-specifications of some railroads will hereafter require open-hearth steel. Yet this particular grade seems to have received less study and description from the standpoint of the metallographist than many others. The investigation here described was directed to the following points:-Steel containing about 0.50 per cent, of carbon : 1. The structure as related to the temperature, at the same rate of cooling; 3. The structure and physical properties as related to temperature at different rates of cooling; 3. The structure and physical properties as related to different finishing-temperatures and different rates of cooling; 4. The bearing of these observations upon the statement of Prof. Albert Sauveur.1

Sep 1, 1906

By William R. Rumbold

THE Kinta valley in the State of Perak, one of the largest of the Federated Malay States, is probably at the present time the richest alluvial tin-district in the world, Perak producing from 20,000 to 25,000 tons of tin annually, and the Kiuta valley being the chief producer. The valley runs approximately north and south, and is 30 miles long by 12 wide. It is very flat, the mountain-ranges on either side rising abruptly from the plain, that on the east being the great Central range of the peninsula, and that on the west a subsidiary range marked " Kledang " on the map, Fig. 1. The valley is drained by the Kinta river, which rises in the eastern mountain range and flows south to join the Perak river, being joined by numerous streams from both mountain-ranges. The rain-fall is heavy, averaging annually about 90 in. The whole country is covered with dense jungle, except where it has been cleared for mining-operations and a small amount of cultivation. Mining villages are scattered throughout the valley, the chief towns being Kampar, Batu Gajah, Lahat and Ipoh, the latter being the center of the mining-operations. An ideal section of the main geological features of the Kinta valley is given in Fig. 2. The valley is composed of a highly crystalline limestone, usually white in color, sometimes gray; in fact, it may be called marble. It is always highly inclined and often contorted, and in some places is interbedded with shale. On the east side of the valley, near its contact with the granite, it forms a remarkable series of limestone cliffs, which rise in some cases as high as 2,000 ft. above the level of the limestone in the valley. It is non-fossiliferous, and its geo-

Sep 1, 1906

By Heinrich Ries

I. INTRODUCTION. THE facts is presented in this paper, based chiefly on recon¬naissance made, during the summer of 1903, by myself and my assistant, Mr. R.. C. Brooks, cover practically all that portion of Texas lying east of the 99th meridian. The work was undertaken for the University of Texas Mineral Survey, and was to have been extended over the entire State, but the sudden termination of the survey prevented even the official publication of the results already obtained. Most of the mineral resources of Texas were fully treated by the First Geological Survey, but the clay-industry was tit that time little developed, so that only a few scattered notes concerning it are to be found in the Survey reports. The extensive exploitation of the clay-deposits, however, has emphasized their commercial importance, and has also made accessible many facts of exceptional interest concerning their geologic conditions. The erection of new plants for the utilization of clay-products is usually preceded by more or less prospecting, which, by reason of the scarcity of outcrops, and the geologic and topographic conditions of eastern and southeastern Texas, is often slow and difficult work. This is especially true in the Tertiary and Pleistocene areas, where the structural conditions much resemble those of the Atlantic coastal plain, the deposits being mostly lenticular in form, and surrounded by beds of sand. II. GENERAL GEOLOGY OF THE CLAY-DEPOSITS. The accompanying sketch-map, Fig. 1, shows the location of nearly all the deposits examined, their relation to the geology of the State, and the type of clay found in each. The geology is based on the published work of Hill, Cummins, Tail, Adams, Hayes and Kennedy, but the boundaries have unfortunately not been determined over the entire region covered by the map, and, in many areas, are only approximate. It will be seen that the clay-deposits range from Carboniferous to Pleistocene in age, the older deposits being found in the northwestern part of the area, while those of Cretaceous and Tertiary age lie to the east, southeast and south. The Pleistocene clays are found in part in a belt along the coast, and in part along many of the larger rivers, where they often underlie extensive terraces.

Sep 1, 1906

By Albert Ladd Colby

A GLANCE through the Bibliography appended to this paper will show that the Transactions of this Institute contain what virtually contitutes a history of the development of the manu¬facture of steel rails in this country and abroad. It is, therefore, fitting that this paper, bringing one branch of this important subject down to date, should be here presented, and it is also appropriate to select this joint meeting of our Society with the Iron and Steel Institute to compare the specifications covering the rails produced in these two countries, and to propose a standard specification to govern the manufacture of American rails for export. During the last ten years the production of Bessemer steel rails in the United States and Great Britain has amounted to 32,128,720 gross tons. Nearly 19,000,000 tons have been rolled in the past five years. The next five years will see an even larger output, owing partly to the extension of railway projects in the Orient, in South and Central America, in Mexico, and in Australia and the other British Colonies. Of late years, the American rail-mills have so largely increased their daily output, that trade conditions have often made possible the delivery of American rails to foreign ports. The tenders submitted by American mills, however, have always been accompanied by requests for changes in the foreign specifications, chiefly in the reduction of the amount of testing required; and it has only been natural, especially at first, that the engineer, whose specification had always been accepted without question by British mills, should interpret American tenders 'as an evidence that an inferior rail would be furnished

Sep 1, 1906

By P. BOURY

THIS account of a contrivance which has been found serviceable in practice may be of interest to engineers, and' especially to those engaged in hydraulic mining. In that process, one feature which seems at first sight to possess little significance, is highly important in its effects, namely, the regular supply of water to the " giants." The chief condition of this regularity is an even flow in the pipe-line from the penstock to the nozzle. This, of course, requires that the penstock be kept full. Any considerable surplus of water, overflowing at the penstock, is a simple waste, unless it be otherwise utilized in the sluices. At all events, it does not affect the delivery of the nozzles. But a deficiency at the penstock may admit air into the pipe; and this may produce hydraulic recoil, injuring the line by incessant vibrations, giving rise to leaks, and even to blow-outs, and (when a partial vacuum exists at the time of the fracture the collapse of the pipe. An accident of this sort in our main pipe-line, occasioned partly by a settling of the ground and partly by the presence of air in the pipe, led to the employment of the device here described. The line referred to is made of 30-in. pipe, successively reduced to 18 and 15 in. in diameter, for the supply of two giants. By reason of the causes above mentioned, the 30-in. pipe burst more than 1,400 ft. from the penstock, and, despite the air-valve, the 30-in. pipe was collapsed to such a degree that one length of it, next to the penstock, was squeezed together and positively swallowed by the main pipe, through which it traveled for 750 ft., piercing through a short elbow on the way. This remarkable result was undoubtedly the effect of the vacuum suddenly produced when the pipe burst.

Sep 1, 1906

By R. W. Raymond

It is impracticable to prepare for the present number of the Bi-Monthly Bulletin a detailed account of the memorable Joint Meeting of the Iron and Steel Institute and our Institute, held in London, the last week in July, and of the, innumerable festivities, entertainments and excursions which accompanied and followed it, in England, Scotland, Wales and Germany. This preliminary sketch, from which all " useful particulars "' have been carefully omitted, is published unofficially, as a convenient answer to the manifold inquiries of members who did not go, and who are now trying to alleviate their unavailing regret by indulging their curiosity. Perhaps they secretly hope to hear that they did not lose so very much, after all-that the affair was not all that could have been desired or dreamed; that there were serious drawbacks, shortcomings and disappointments; and that it is just as well to have stayed it home, and now to hear about it. Let them lay no such flattering unction to their souls. The month they have missed would have been the time of their lives. They will never, never know how good a time it was, or adequately repent of their folly, if they could have gone with us, and voluntarily did not go of course, those who would but could not, have our immeasurable pity, without blame. I shall present here no consecutive and minute story, but only a series of general paragraphs concerning different aspects and stages of our experience. THE WEATHER. The proverbial good fortune of the Institute attended its visiting members and guests at every stage of the late London meeting and the numerous excursions which accompanied or followed it. Even the process of crossing the Atlantic was made delightful by smooth seas, through which the great modern transatlantic liners made their way without disagreeable

Sep 1, 1906

By R. W. Raymond

ALEXANDER BRINTON COXE was born in Philadelphia, Pa., Jan. 19, 1838, the second of five sons of lion. Charles Sidney Core and Ann Maria Brinton. A more extended history of his family and its important relations to the development of the United States will be found in my Biographical Notice of his younger brother, Eckley B. Coxe, published in 1895. It is therefore sufficient to say here that Dr. Daniel Coxe, a distinguished physician and surgeon of London, and a medical attendant of Charles II and Queen Anne, purchased, in 1684 and 1686, lands in East and West Jersey from grantees of the Duke of York, and became Governor of West Jersey, in which capacity he did much to develop the provincial fisheries, the manufacture of marine salt and pottery, the exportation of tim¬ber and the West India trade. In 1698, having acquired the royal patent of the Province of " Carolana," covering (with some reservations) the territory extending from the Atlantic to the Pacific, between the 31st and 36th parallels of N. latitude, Gov. Cole sent an expedition from Charleston, S. C., to the Mississippi. In 1769, seventy years later, his grandchildren surrendered to the Crown their title under this vast and vague patent, receiving in return a grant of 100,000 acres in the Colony of New York. The line of his descendants, so far as they concern this sketch, is as follows 1. Col. Daniel Core, his son, b. 1673, who came to New Jersey in 1700; resided there until his death (1730); held many high offices; and issued in London (1722) A Description of the Provinces of Carolana, containing probably the earliest published plan of political union for the British Colonies in North America.

Sep 1, 1906

By W. R. Ingalls

DUPING the last two years, and especially during the last six months, a number of important articles upon the new methods for the desulphurization of galena have been published in the technical periodicals, particularly in the Engineering and Mining Journal and in Metallurgie. I proposed for these methods the type-name of "lime-roasting" of galena as a convenient metallurgical classification,' and this term has found some acceptance. The articles referred to have shown the great practical importance of these new processes, and the general recognition of their metallurgical and commercial value which has already been accorded to them. It is my present purpose to review broadly the changes developed by them in the metallurgy of lead, in which connection it is necessary to refer briefly to the previous state of the art. The elimination of the sulphur-content of galena has been always the most troublesome part of the smelting-process, being both costly in the operation and wasteful of silver and lead. Previous to the introduction of the Huntington-Heberlein process at Pertusola, Italy, it was effected by a variety of methods. In the treatment of non-argentiferous galena concentrate, the smelting was done by the roast-reduction method (roasting in reverberatory furnace and smelting in blast-furnace); the roast-reaction method, applied in reverberatory furnaces; and the roast-reaction method, applied in Scotch hearths 2 Precipitation-smelting, simple, had practically gone out of use, although its reactions enter into the modern blast-furnace practice, as do also those of the roast-reaction method.

Sep 1, 1906

By Charles H. White

METHODS in colorimetry are based on the assumption that the intensity of the color of a definite volume of solution is directly proportional to the quantity of the color-producing substance' present. In the preparation and examination of colored solutions there are three ways in which the depth of color may be varied. These variables are; (1) the quantity of the coloring matter, (2) the quantity of the solvent, or the dilution, and (3) the thickness or depth of that portion of the solution examined. With these three variables as a basis, three general methods in colorimetry have been devised, all of which have been used in the determination of carbon in steel. In the first method, the quantity of the solution is kept the same for both the unknown steel and the standard, and the sections compared are of equal thickness, while the quantity of the standard is varied until the color obtained is of the same intensity as that produced by a definite quantity of the unknown steel. In laboratories where this method is used there is pre¬pared and kept for permanent use a series of solutions with varying amounts of the standard, representing the percentages of carbon from the lowest to the highest demanded in that laboratory. These standard solutions are kept in bottles, or test-tubes of equal diameter, and are arranged in series from the faintest to the most intense color, so that it is a simple matter to find the place of the unknown steel in the series, when the solution is of a definite volume and is contained in a tube of the same diameter as the standard tubes. In the second method, equal quantities of the standard and of the unknown steel are dissolved, the standard is diluted to a definite volume, and the solution of the unknown steel is di-

Sep 1, 1906

By Henry D. Hibbard

A NOTED ordnance engineer once said to a friend, in speaking of the production of great steel guns, "How is it? We design our guns with a factor of safety of eight, and the guns burst." The vague way in which internal stresses and strains in iron and steel are often considered and spoken of makes it worth-while to examine them, as to their nature, their causes and results, how they may, for useful purposes, be advantageously dealt with, and how, when detrimental or dangerous, they may be reduced or kept within harmless proportions. Rankine defines ?strain " as a change of form or dimensions of a solid or liquid mass produced by a stress. This definition seems not intended to cover strains due to internal stresses, and it will help us in the present inquiry to consider strain as a tendency to change as well as an actual change of form. Internal strains in iron and steel are the result of stresses within the mass of the piece, some parts pulling and others pushing in resistance to them; or, in other words, some parts are in tension and some in compression, each part striving to relieve itself from strain and make the piece assume a form in which all parts are at rest. Subdivision, so that each part could relieve its strain by motion relative to the other parts, would, if carried out far enough, practically obliterate strain. The internal strains we are now to consider are not those due to the stresses of the service which the piece is rendering, either alone or as, a part of a structure, which may be termed service-strains, but those which originate or at least are contained in the piece itself. Internal stresses in a piece of metal are, like action and reaction, always equal and in opposite directions. The stresses

Sep 1, 1906

By R. W. Raymond

EDWARD COOPER, was born in New York City, October 26, 1824. His father, Peter Cooper, to say nothing of manifold reasons for fame as an inventor and philanthropist, deserves to be remembered as a pioneer in the establishment of public schools; and it is not surprising that he sent his son to one of the democratic institutions in which he was himself so ardently interested. From the public school Edward Cooper went to Columbia. College, where he made the acquaintance of Abram S. Hewitt, who was first his tutor, afterwards his traveling companion, brother-in-law, business partner and life-long friend.* For twenty years I was the consulting engineer of the firm of Cooper & Hewitt, and also connected with the work of the Cooper Union, in which they were both deeply interested and faithfully active. On the basis of the intimate knowledge thus gained, I venture an estimate of Edward Cooper's character and career which, if not fully comprehensive, may facilitate a juster estimate than would be reached by the strident of those data which the modesty of the man permitted to be placed upon public record. Edward Cooper's mind was one of the most active, accurate and subtle with which I have ever come into contact: He had inherited from his father a sunny, benevolent temperament, and' the irresistible impulse to attack all new problems which challenged his attention. His thorough education had 'indeed made him wiser than his father, both in philanthropy and in technical inventions. He could condemn and reject a proposition which Peter Cooper would have embraced, in a splendid, though ignorant, faith that nothing was impossible to an. American, and that the word ? impossible " was simply a label,

Jul 1, 1906

By R. H. Lee

WITHOUT doubt, one of the most frequent and serious annoyances connected with the practical running of a blast-furnace, especially in single-furnace plants, is caused by low steam, in spite of the fact that all boilers at blast-furnaces have grates for burning coal, and that coal is more or less continuously burned upon them, from three to a dozen men being pretty constantly engaged around the boilers as firemen or coal- and ash-handlers. At times, when the furnace is ? tight," all available men are put on to assist the regular firemen; yet sufficient steam cannot be got to keep the engines up to their regular number of revolutions, while the stoves, deprived of the gas which has been sent to the boilers, run cold, so that, when the furnace loosens-up and resumes the regular rate of driving, the blast is very considerably below normal temperature, and a.' cold," or at best a " high-sulphur," east is the result. Again, it often happens that a furnace, running at its best, becomes temporarily a little too hot; the pressure rises; the amount of gas made' is diminished; the steam soon commences to go down; and a small scaffold is likely to form before the furnace has been brought back to the proper rate of driving, and thus enabled to take its regular amount of blast. The usual remedy is either to "jerk" the furnace by a sudden, brief intermission in blowing, or to cool the furnace by lowering the heat of the blast; but if the lower blast-temperature be maintained too long, the hearth and descending stock may be cooled below the " critical temperature " mentioned by Mr. .Johnson, and the furnace may go to the other extreme, and become cold. This is especially the case when coal or coke, high in sulphur, is used:

Jul 1, 1906

By AIME AIME

The Washoe plant, 1 in Anaconcla. Mont., together with the local street-railroad, ranches a. foundry and machine-shop a brick-plant and the Montana hotel, form a property under one management; to which should be added the mines in Butte owned by the company, from which part of the ore-supply of the plant comes. The Anaconda Copper Mining Co., controlled by the Amalgamated Copper Co., was reorganized under the laws of Montana in 1893. A map of the plant, showing the numerous departments and illustrating the details of tracks, pipe-lines, and charging-stations for compressed-air locomotives, is given in Fig. 1.

Jul 1, 1906

By William H. Shockley

[SECRETARY'S ]NOTE.-The following notes, arranged and edited in this office, but not yet revised by the author, were placed at my disposal with much modest hesitation (due to their incomplete and fragmentary character), upon my earnest request, and my argument that such recent and trustworthy data concerning a new and important mining industry ought not to be withheld from our Transactions, simply because they are not sufficient to constitute a, complete academic treatise on the subject. This argument is recommended to the attention of many other members, who are waiting for the opportunity to contribute something "monumental" to our Transactions. In a number of instances, death has nulli¬fied this ambition, and the intended "monumental" contribution has turned out to be an obituary notice by the Secretary, instead of a valuable record of the professional experience thus hopelessly lost to the world.-R. W. R.] The official publications of the the Russian Government give fairly complete statistics of the dredges operated in the Empire; and in a recent English bluebook, Mr. Cook's report on Siberian Trade presents a brief account of dredging in Siberia. The data in Table I. (not given by Mr. Cook) have been taken from the Gold Mining Messenger (Russian) for July, 1905. These interesting statistics, though incomplete, show that the Yenisei dredges are working on poor ground and yield small returns. According to report, but few yield a profit exceeding 10 per cent. per annum on the capital invested. In the summers of 1904 and 1905, I traveled in the Urals as far north as lat. 61° N., long. 61° E., on the the Lozva river, a part of the vast system of the 01) river. This clear-water stream starts from the summits of the Urals at an altitude of 4,000 ft., and flows through a flat country, densely wooded with larch, spruce, pine, fir, birch and poplar. The river is full of fish, and is navigable for good-sized steamers as far as Ivdell. Winter lasts from early November to late April, the temperature rang¬ing from -60° F. to a summer maximum of 90° F. The rain¬fall is 20 in.. The climate is healthy, although mosquitoes,

Jul 1, 1906