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By Jacob Reeese

I HAVE discovered a new method by which steel and other metals may be burnished by the automatic action of the burnishing machine, and by which the cost is greatly diminished, and more perfect work produced. And in addition to the polishing and burnishing action of

Jan 1, 1881

By H. Martyn Chance

I have been induced to present this paper to the Institute because I have been unable to find any publication containing a disctission of this subject. In some of our technical schools and colleges the student is required to construct or copy (generally the latter) a number of profile sections as part of his routine work; but little attention is given to the methods of projecting observed dips and exposures upon the section line, and still less to the method of constructing the under (or above) ground curves. As a result of this lack of instruction every engineer or geologist is compelled to invent for himself a system, or copy the style of others. Geological profile sections have frequently been used to determine underground structure from data obtained at the surface, but the experience of engineers in the anthracite coal-fields has shown that they are to be relied upon only in exceptional instances. The possibility of indicating underground curvatures from dipangles observed at the surface has been found to be limited to a mere approximation of the larger flexures, As a means of predicting the depth and shape of minor rolls, they have been found most unsatisfactory. In the anthracite coal-fields the hypothecated

Jan 1, 1881

By John W. Cloud

In 1877 the Pennsylvania Railroad Company removed an old bridge from its line at Duncannon, Pa., built intermediate piers and erected shorter spans of the Pratt truss type, which had previously been in use on another portion of the road. The design of this truss would not admit of diagonals larger than 19 inches diameter, and in order to stiffen the bridge somewhat steel rods were introduced for the main diagonals in the first and second panels, 19 inches and 18/8 inches diameter respectively. These rods were threaded without upsetting, and by the ordinary formulae the strains were of the same intensity upon both, viz., 16,000 pounds per square inch with the maximum loading. The other main diagonals in the truss are 19 inches diameter, and of iron. It was specified for the steel rods: Elastic limit,.......46,000 Ibs. Tensile strength,. .. ,. .. 80,000 lbs. Elongation,,.,.,. 20 per cent. The steel was procured without difficulty, and it allowed a factor of safety of 23/4 at elastic limit, while a similar factor of 2½ had for a long time been successfully used for iron. In the course of three years, from time to time, six of these steel rods broke, three of them being 18 inches in diameter, and three 19 inches in diameter. The broken rods were tested, and three of them analyzed at Altoona to ascertain the cause of failure, and what modifications should be made in the steel for such service. Examination showed that all the rods were broken in detail close under the nut. The threads were well cut and properly rounded at the root. testing the rods micrometer screws, reading to .0001" with c bell to signal the contact, were attached to the test pieces, and by this means the modulus of elasticity and elastic limit accurately obtained.

Jan 1, 1881

IN accordance with a programme arranged by a committee of the Institute, consisting of Mr. William P. Shinn, of St. Louis, chairman, and Mr. Joseph D. Weeks, of Pittsburgh, secretary, the member's of the Institute, with their ladies and invited guests, assembled in Chicago on Sunday morning, August 22d. A special train, provided by the Chicago and Northwestern Railway,. left Chicago on Monday morning at 7.50 o'clock, and conveyed the party to Marquette, arriving at 9 o'clock P.M. Here the steamer Northern Queen, which had been chartered by the committee for the accommodation of the Institute, was in waiting, and the members and ladies at once took up their quarters on the boat. EXCURSIONS IN THE MARQUETTE IRON REGION. Local Committee. EXECUTIVE. -J. C. Morse, chairman; C. Y. Osburn, secretary ; D. F. Wadsworth, treasurer; C. H. Hall, H. Merry. RECEPTION.-S. P. Ely, J. P. Pendill, E. Breitung, W. F. Swift, A. P. Swineford, J. C. Fowle, C. G. Griffey. TRANSPORTATION.-Samuel Schoch, D. Morgan, D. H.. Merritt, J. Pickands. FINANCE.-Peter White, A. W. Maitland, W D. Rees, E. R. Hall. EXCURSIONS.-W. E. Dickinson, H. A. Burt, A.. Kidder, C. E. Wright. REFRESHMENTS.-J. Q. Adams, H. H. Stafford, Joseph Kirkpatrick, D. H. Bacon. On Tuesday the iron mines in the vicinity of Negaunee and Ishpeming were visited, transportation being provided by special trains on the Marquette, Houghton and Ontonagon Railroad. In the morning the McComber, South Jackson, and Jackson mines were inspected, and in the afternoon the Cleveland, New York, Lake Superior, and Barnum mines. Dinner was provided at Negaunee, and gracefully served by, the ladies of the town. In the evening the first session of the Institute was held in the saloon of the steamer. The President, William P. Shinn, of St. Louis, congratulated the Institute on the happy consummation of the wishes of its members to have a meeting on Lake Superior. After tedious and baffling negotiations arrangements had been com-

Jan 1, 1881

By John Birkinbine

FOR two years past the Warwick Furnace, at Pottstown, Pa., has attracted attention by the remarkable work done in it, and a statement giving details of its operation and the unexpectedly short blast of 1880 will be acceptable to every member who studies blast-furnace practice. There are so many interesting features in con¬nection with this blast, and so much to be learned from investigating it, that the results of a thorough examination are offered to the Institute sans theories. In collecting the information, the courtesy of the various officers of the Warwick Iron Company was of material advantage, every facility for investigation being extended and an inspection of records being kindly permitted. In the following description these authoritative data are given in full where practicable, without making the paper too prolix, and the

Jan 1, 1881

By S. Stutz

Coal, like most other minerals, only exceptionally occurs in a sufficiently pare state to he directly available for general manufacturing purposes. And even where this is the case, the small coal or slack is usually more impure than the lump coal, as the slate, clay, etc., from the roof and bottom of the vein become mixed with it in the handling it undergoes. These impurities often exceed ten or more per cent. in addition to the impurities of the coal itself. The most common impurities of the coal are slate, or shale, clay, and sulphur. The latter occurs in different forms, but moat frequently as bisulphide of iron, or iron pyrites, and as sulphate of lime, or gypum. In both cases the impnrities add greatly to the amount of ash, and where they are present in considerable quantities the raw coal, and still more the coke made from it, is unfit for the manufacture of iron. Coke will coutain on an average at least fifty per cent. more ash and sulphur than the ram coal from which it is made. To the manufacturer of iron every additional per cent. of ash which his coal or coke contains is a source of additional expense, seemingly small, and yet very important in the aggregate. In the blast-furnace, for instance, the ash must be heated up to the melting-point, and, since it is composed largely of refractory substances, the consumption of carbon in melting it will be equal to at least one-half of its weight; that is, a certain part of tile coke is consumed for the melting and fluxing of the ash and is lost. Besides this, it is well enough known to the iron-master that coke containing lees ash makes the &lag or cinder more liquid and less incliner1 to stick to the walls of the furnace. Fuel containing much sulphur produces generally a white iron, poor in carbon, while from the same ore arrd flux, with a pure fuel, a good foundry iron might be obtained. The work of separating slate, sulphur, etd, from the coal has as yet only been successfully accomplished by the washing process. This process depends for its success on the differences in the specific

Jan 1, 1881

By Persifor Frazer

The following notes on the Whopper and adjoining mines in the Gunnison district of Colorado mere made in the spring of this year. The time chosen for the author to visit the region was, unfortunately, the most unfavorable of an exceptionably unfavorable year. About the middle of May all the hill slopes, which at this period of the pear are generally covered with pasture, were thickly covered with snow. The unusually large precipitation of this Tear caused loacal mountain torrents at every few hundred feet, which wore away the oft foothills into gulches, gouged great chasms out of the roads, and transformed miles of usually dry soil into dangerous quagmires. Travel was totally interrupted for weeks, except on horseback or afoot, and even then with great difficulty and some danger. The Whopper mine is situated on the Whopper Mountain, about two miles from the headwaters of Rock Creek, and on the right hank of that stream. The Whopper Creek flows into Rock Creek horn the east, and, by a precipitous descent, offers excellent facilities for its utilization as a source of power. This stream, which pours past the picturesque Whopper Cabin about thirty tons of water a minute, has a fall of 100 feet in 400 yards, and is said to be a stream of some size, even at the seasons of the year when drought prevails. The Whopper claim extends down the hill a distance of about 250 feet to its intersection with the Whopper Creek (on the other side of which is a small tunnel on its extension called the "Teller") and over the steep hill northwest to the limits of the claim about 1250 feet. The part of the mountain in which this mine is situated is remarkable for its splendid forest, the spruce, fir, and quaking asp covering the mountain-sides with a green growth of valuable timber. The distance from Gothic City to this mine is about eight miles along the valleys of East River and Rock Creek, and on the divide which separates them. The elevation of Gothic City is given from the engineer's notes as 9500 feet above sea-level, and the mean of several observations with a Beck watch-barometer made the elevation of Whopper Cabin (which is about fifteen feet above the floor of the Whopper upper tunnel) about 1260 feet above Skiles's Cabin in Gothic City. The record of this instrument must, how-

Jan 1, 1881

By Frederick Prime

In this second supplementary list no titles to which an * is pre fixed hare been seen by tlie compiler; and he will be most thankful to have any omiesisne or inaccuracies in the list sent to hiin to be ptiblisi~cd as a third supplement in the next volume of the actiotra. The author is indebted to Prof. J. J. Stevenson, of New Tork, Prof. P. R. Uhlcr and John 'CV. M. Lee, Esq., of Balti more, and Lloyd P. Smith, Esq., of Philadelphia, for valuable assistance. office, allkntorn iron compaxy, 30 South Third Street, Philadelphia, September 5th, 1881. Alabama. Geologiml Survcy of Alabama. report of Progress for 1879 and 1880, by Eugene A. Smith, State Geologist. Montgomery, 1881. 8vo., 158 pp., and 2 maps. California. Omit Report of Hon. T. Butler Ring, iu sopplemeut I. For Trask's Geology and Illdustrial honrecp, etc., in Supplenlvut I., read Tyson's, etc. Fremont's Menloir on Upper Califijrnia, is also published as XXXth Congress, lat Session. Senate Ms. Doc., No 148, and has a map. For Randall's Report in Supplement I, rend Report of the Special Committee in favor of a Geological Snrvey, subrn-itted by Mr. Randall, April 24th, 1861. n.d., 1851. 8cWo., 19 yp. XXXIst Congress, 1st Session, Sen. Ex. Doc., No. 47, Part 2 [Part 1 is Tyson's Report.) RejW of the Secretary of War in further compliance with the Resolution of the Senate?, calling for Colbies of

Jan 1, 1881

By F. H. Daniels

IN this paper it is my intention to call your attention to a few of the many producers using blast, now in common use in Sweden, and also those constructed by the Washburn & Moèn Manufacturing Company at their Quinsigamond Works. During a prolonged stay in Sweden the writer had an opportunity

Jan 1, 1881

By Charles A. Morgan

The proms of mire drawing depends upon the property which certain metals possess, termed ductility, which is defined in Brande's Dictionary of Science as a property inconhequcnce of which metals may be drawn out at length wilhotit interrupting the continuity of their constituent parts. As ticfincd thy M. Tresca, it is the property of flowing when subjected to pressure, and ie termed by him the "flow of solids," in his paper, read before the AcaiXemy of Sciences in Paris, November, 1866 * In the simple language of the wire shop, it is that quality in certain metals that thcm to be drawn (or etretched) out througl~ a tapering hole in a metal block or die, the die being more dense and harder than the metal to be redud. It is a fact well known to tllose slrillet1 in the ai*, that to eu~xeed in drawing iron or steel wire, it is of' the utmost, importance to have tborough lubritatiun, as a lack of it woullii udu-se abrasion of the wire, or of the walls of the tapering hole in the dia or plate, and quickly put an end to the operation. In drawing coarse or large sizes of pire, say & inoh diameter, the pressure upon the sides of the tay~dng hole, where the wire comes i.u contact with the die, so great that an ordina,y labricaot is equeezed out when the nsoal rc~luctions iu size are matie, and abrasion takea place. In order to meet this diffic:ulty, and emure proper lubrication, it has been a ccmmon prtictice for yazrs to apply a paste made of rye or wheaten flour, or lime, to the surface of the wire to be drawn, and when the pnstc is dry, to smwr tl~e wire with tallow or grease; the wire is then ready to be draw, the dried pa serving fo prevent the lubricant from being presetf out in the prows. Some years since, when Bessemer metal came iargely into use material for wire, 'the writer fourid that its dmwing requid so much more power than iron wire, that he was led to institute a. series of trials to ascertain the difference in power required. It was fotind that Bessemer wire requircd from 100 to 200 per cent. more power to makc the same reduction in sizes than soft iron wire, the difference depending npou the amount of carbon and other chemical constitu-

Jan 1, 1881

ASHBEL WELCH, Lambertville, N. J.: Dr. Dudley has given the wear of steel rails under four different conditions. He arrives at the conclusion that the softer rails, or those that from their composition ought to be softer, wear better than the harder. But there is another condition which has an important bearing on the subject, and should not be overlooked,—the weight on a wheel. With the lighter weights of the past, the softer rails may have worn best; with the heavier weights of the future, the harder may wear best. Weights will probably be increased up to the capacity of steel to bear; then doubtless the harder steel will wear best. A leaden rail with ten pounds on a wheel might carry millions of tons, but with one hundred pounds on a wheel, it would be destfoyed by a few thousand tons. So in the days of iron rails, my experience was that the softer rails under light machinery stood better than some of the harder; but under heavy machinery the softer were muqh the most rapidly destroyed. It is doubtless the same with steel. The pounding motion of the wheels loosens or spreads the particles of a thin film of steel; the pull lengthwise on the rail de-

Jan 1, 1881

By J. W. Cloud

years ago upon the effect of having the rails always rolled in the same direction, and also of having them rolled backwards and forwards, and showed that under the latter course there were of necesshy weak spots somewhere near the centre of the rail, yet in all this discussion the methods of rolling have been passed by almost in silence. Mr.. Sandberg in his paper mentions the idea of using a regietering dynamometer attached to the punching machines, and of det.erminit~g the quality of the metal by the resistance which is shown. I think the' first idea of this kind was published by Professor Langley, then of Pittsburgh, who, while making some investigations for Mesrs. Miller, Metcalf and Parkin, announceti as tile result of a series of dynamometric experiments that abrasive resistance was the term which should be wed in regard to steels of different wearing qualities. I have had extremely delicate dynamometers attached to the instruments of precision with which I am making the iuvestigation on the fatigue of metals, and hope soon to communicate the results of the iovegtigation- made with them to the Institute. I wish again to call attention to the fact that we are wing the words " hardener " and " hardness " without any real idea of the meaning of these words. When we say hard and soft, as we have hen constantly doing during this discussion, is it quite sure that every one has exactly the same meaning in his mind ? Certainly, when hard is used in distinction from soft*, we mean not the capacity of wear, but the capacity of resistance to peuetration, to fracture, or some other resistance, and do not always meau the capacity of resistance to abrasion or crushing, which the discussion would sometimes seem to imply were the only qualitiw requisite to constitute a god rail. J. W. Cloud, Altoona, Pa. : I would call the attention of the Institute to the title of Dr. Dudley's interesting and valuable paper, —" The Wearing Capacity of Steel Rails in relation to their Chemical Composition and Physical Properties." Here are two separate and distinct questions: lst, The wearing capacity of steel rails in relation to their chemical content; and 2d, the wearing capacity of steel rails in relation to their physical properties. The discussion has been almost exclusively confined to the former question, on which there may be many differences of opinion in matters of detail without greatig affecting the result. The latter

Jan 1, 1881

By P. Barnes

The object of this paper is to make a brief comparison of the outlines of several forms of ports for steel-melting turnaces, in reference chiefly to the proper mixture; of the gas and air, and to the direction in which the flame is thrown down into the interior of the furnace. In the illustrations on the accompanying plate, Fig. 1 shows a form of port designed by M, Pernot, of St Chamond, France. This is used with the dome roof preferred by him fur the revolving bottom that bears his name. From No. 1 has been derived No. 2. This is shown on the plans of Mr. A. L. Holley, and from them three large furnaces have been built and put into operation by the Springfield Iron Company. Fig. 3 shows an outline proposed by Messrs. Richmond & Potts for the Pernot furnace. In this the ports are brought in under an arched roof of nearly the ordinary form, instead of over the top of the roof, as with the dome of M Pernot, Fig. 4 shows a furnace as built by Krupp of Essen, Prussia, for fluid refining, or " washing "-—to use the briefer French term. in this the gas and air come into contact in broad sheets one above the other, Fig. 5 shows the form used by Messrs. Richmond & Potts

Jan 1, 1881

By F. H. Daniels

IN this, paper it is my intention to, call your attention to* a few of the many producers using blast, now, in common use in Sweden, and also those constructed by the Washburn & Moen Manufacturing Company at their Quinsigamond Works. During a prolonged stay in Sweden the writer had an opportunity

Jan 1, 1881

By W. J. Taylor

In making heating gas with anthracite coal for roasting ore during the past few years, I have tried many forms of gas generators. So far, the most successful and satisfactory one has been what we call a fluxing producer, which is simply a small cupola or blast furnace, in which we charge with the coal, say, 30 or 40 per cent. of basic blast-furnace cinder, to unite, when melted, with the ash or earthy matter in the coal, and carry it off as cinder. The producer we have in use at Chester, N. J., has more of the lines of a blast furnace than a cupola, the hearth being 24 inches diameter and 24 inches high. It then enlarges on an angle of about 25 degrees from a perpendicular to 4 feet, and then is drawn into 3 feet on top ; total height, 12 feet. We use one water coil-tuyere 12 inches above the bottom, and blow through a 1 1/2 - inch nozzle. The depth of coal above the tuyere averages about 6 feet. The producer-is blown with

Jan 1, 1881

By R. W. Hunt

The old plan was to increase every part of a rail much in the same proportion. But each part should be in proportion to what it ha.; to do. The head should be deep in proportion to tile amount. of traffic and the lowness of the rate of interest on its cost. The body need only he strong enough to carry the head after it is well worn down, and that deperlds on the weight of the machinery, and in the case of steel has little to do with the volume of traffic, except SO far as that affects weight of machinery. Ad on most railroad systems, the same niacliinery is used on main lines with heavy traffic, and bra11ct:es with light, I suggested in 1874 that each systern adopt the same body of rail for both, and make the head deeper on the main lines, shallower on the branches. This plan was adopted on the Pennsylvania Railroad. Bandberg seems to recognize this in his patterns of 1878. E. W. HUNT, TRoy, N. Y.: Again Dr. Dudley preaents to our cousideration a series of most carefully conductetl experiments, and ~llile I fully appreciate the labor and thought this work has cost him, I must still hesitate to accept his deductiono. This paper dilliirs from the previous one in that it denls esclrieively with the wearing qualitiei. of steel rails. Dr. Dudley gives his reason for this change in the following statement: " With the improvement in maintenance of way which has characterized the Pennsylvania Railroad during the last five or six yearn, the remova1 of rails from the track from the first two of these causes (i. e., broken and crushel), has, if I am right, quite notably diminished. This certainly is true with regard to broken rails. And if, as time advances, the number of crushed rails shall diminish, both because of the continued improvement in maintenance of way before referred to, and because, owing to improved and better methods at the steel works, there are fewer crushed rails caused by physical defects in the steel, the question of the wearing capacity of steel rails obviously becomes the allimportant one." Certainly the condition of the roadhd has much to do with mils brealring, crushing, and wearing. If the Pennsylvania and other railroads have done and are doing their part, Dr. Dudley oourteously admits that the steel works have performed part of theirs. But as far as I am informed, the formulas which they have used have been and are still quite wide of the one he continues to recommend. The rails which are not breaking or crushing to so great an extent as formerly, contain higher percentages of both carbon and manganese.

Jan 1, 1881

By P. Barnes

THE object of this paper is to make a brief comparison of the out-lines of several forms of ports for steel-melting furnaces, in reference chiefly to the proper mixture of the gas and air, and to the direction in which the flame is thrown down into. the interior of the furnace. In the illustrations on the accompanying plate, Fig. 1 shows a form of port designed by M. Pernot, of St Chamond, France. This is used with the dome roof preferred by him for the revolving bottom that bears his name. From No. I has been derived No. 2. This is shown on the plans of Mr., A. L. Holley, and from them three large furnaces have been built and put into operation by the Springfield Iron Company. Fig. 3 shows an outline proposed by Messrs. Richmond & Potts for the Pernot furnace. In this the ports are brought in under an arched. roof of nearly the ordinary form., instead of over the top of the roof, as with the done of M Pernot, Fig. 4 shows a furnace as built by Krupp of Essen, Prussia, for fluid refining, or “washing” -to use the briefer French term. In this the gas and air come into contact in broad sheets one above the. other. Fig. 5 shows the form used by Messrs, Richmond & Potts

Jan 1, 1881

By T. F. Witherbee

On .the 22d of November, 1879, white, iron unexpectedly ap peared while working the Cedar Point Furnace, Port Henry, N Y., on the following burden, calculated to turn out mill and foundry iron: Anthracite coal,. ., .. .. 8000 pounds. Connellsville coke,. ..1500 " Total,..4500 " Old Bed ore,........ 3750 " New Bed fine ore,. ..2000. " New Bed chunk ore,. .. 1000 " Kearnev hematite ore,.750 " Total,..... 7500 " Magnesian limestone,. 1665 " Common limestone,. ...835 " Total,........ 2500 " The production per week since making mill iron-—from September 1st, 1879, to date, seven weeks—was 412 gross tons. Ore was not immediately taken off, as nothing serious was looked for. The iron for the next week graded from No. 4 to white, and in six days the make was 2741/2 tons. At 10 p.m., Friday, the 28th, a slip of -14 feet occurred, and on Saturday, at 5 A.M., another of 3 feet on the south side and 7 feet on the north side took place. At this time it was found that the south side had been hanging for over a week—a fact which had not been reported. Throwing off the wind, to produce slips and reduce pressure, had been tried with no effect. The stock, as seen through the tuyeres, seemed to consist almost entirely of coal, with just enough infusible cinder to cement it into a mass through which the blast could not be forced. At 3.50 A.M., Sunday, the 30th, the first cinder seen in seventeen hours came into tuyeres Nos. 1, 2, 3, and 6. At 9.30 A.M. No. 3 was taken out to see if the stock

Jan 1, 1881

By Charles A. Ashburner

DURING the early part of August, 1880, I was directed by Prof. J. P. Lesley, State Geologist, to assume charge of the geology and mapping. of the Second Geological Survey of the anthracite codfields. I visited the region uninaumbered by any instructions other than this,—that I should submit a plan for making the sur-

Jan 1, 1881

Jan 1, 1881