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By Stephen Birch

The Chitina mining district of Alaska is located at the headwaters of the Chitina and Copper Rivers. At present, the only producing mining properties are the mines of the Kennecott Copper Corpn. and the Mother Lode Coalition Co., which are situated 196 miles from Cordova, the port of entry. The first claims, later acquired by the Kennecott Mines Co. and afterwards transferred to the Kennecott Copper Corpn., were discovered in 1900. The Copper River & Northwestern Ry., which connects the mines with tide water at Cordova, was completed in the spring of 1911. Contemporary with the construction of the railroad, aerial tram equipment was brought to the mines by pack train and a tramway, 3 miles long, connecting Bonanza mine with the proposed railroad terminal, was finished, enabling shipments of high-grade ore to be made immediately the railroad was completed. A mill to treat the lower grade ore was begun the same year. The Kennecott company's holdings consist of 111 mineral claims. The Mother Lode Coalition Mines Co., which is controlled by the Kennecott Copper Corpn., owns 73 claims adjoining the Kennecott holdings. All data on operations and geology refer equally well to the Mother Lode property. Geology The general geology of the district has been covered by the U. S. Geological Survey1 and the geological features of the mines have been carefully studied by A. M. Bateman, in his capacity as consulting geologist to the company.2

Jan 1, 1925

By Nelson Severinghaus

Mineral fillers have been defined as inert materials that are included in a composition for some useful purpose. Because this definition and the scope of this review are not specific- indeed, exceptions abound-accurate total statistics are unavailable. One source estimates the total production in the United States in 1971 at 5 million tons valued at $200 million, averaging $40.00 per ton. Included are a broad group of minerals-asbestos, barite, bentonite, calcium carbonate, clays, diatomite, feldspar, micas, silica, talc. Additional references will be made to synthetic mineral-derived fillers such as aluminum hydrate, precipitated calcium carbonate, and pyrogenic and precipitated silicas and silicates. A section on related uses at the end of this chapter covers absorbents and filters. Mineral fillers can be included in compounds to accomplish a variety of final results. Hardness, brittleness, impact strength, compressive strength, softening point, fire resistance, surface smoothness, electrical conductivity, and a host of other physical characteristics may be modified by the inclusion of fillers. These effects are the result of properties of the fillers, including chemical activity, hardness, particle size, shape and distribution, surface structure, color, density, and refractive index. To facilitate an overview of the mineral filler industry, this chapter will review the general usage of fillers, the inherent characteristics that intensify their utilization, and similarly their manufactured characteristics. Major using industries will then be examined in detail. Specific information on deposits and processing for industrial minerals will be found in the appropriate commodity chapter. The chart in Table 1, updated from the 3rd edition of Industrial Rocks and Minerals, illustrates the major mineral fillers (both natural and manufactured) and their more important end uses.

Jan 1, 1975

By J. S. Marsh

AN incomplete statistical analysis performed wearily on the morning after Thursday, Feb. 12, indicates that the unavoidable items of conversation among steelmen were the current shortage of sleeping time and the "Normandie." No analysis is needed, however, to be certain that many thousands of valuable words were uttered, both in and out of technical sessions, concerning matters of deep interest to members of the Iron and Steel Division. The opening session consisted mostly of papers that have appeared, or will appear shortly, in Metals Technology. One, however, that was not finished in time to be printed in any form, but that aroused great interest, was by E. L. Ramsey and L. G. Graper (Wisconsin Steel Works). Its subject was the production of high-sulphur steel by treatment with sulphur dioxide derived from anhydrous sodium sulphite or bisulphite added to the ladle or to the mold. The sulphide distribution in the finished steel is such that increased machinability and longer tool life result. Both items are of obvious importance in these days of mighty production.

Jan 1, 1942

By Charles Will Wright

The present struggle for economic and industrial supremacy by the Communist world is against the United States, its main target, and the other Free World nations. The basis of industrial power is minerals, so the Communist nations are building up mineral production within their borders, often regardless of costs, and are acquiring quantities of mineral products from Free World countries for future use. They are contracting for additional supplies and advancing funds for the development of these quantities. A number of the less developed mineral producing countries of the Free World are being infiltrated by Communists and Communistic influence. This situation is well known, but as yet little has been done to oppose these activities or to awaken the public to their seriousness. The Communist countries are still far behind the Free World Nations in production of many essential minerals. But, shortages are being made up from Free World nations in exchange for petroleum, manganese ore, chromite and other products. Restrictions on shipments of strategic materials to Communist countries have not been maintained.

Jan 1, 1964

By O. P. Hood

.NONE of the methods now in use for the transportation of materials underground is entirely free from more or less serious objection. The great flexibility, ease, of control and economy of operation of electric tramming are accompanied by the serious menace of a trolley-wire distributing system. As the gasoline locomotive has even greater flexibility of application and requires no similar dangerous distributing system, it might be considered a safety device which would make possible the elimination of the dangerous trolley system were it not possessed of other objectionable qualities peculiar to itself. It is found that the exhaust gases from the engine may be injurious to the health of those breathing the air in which the locomotive has been operating. While electric shock may kill the individual who makes contact with uninsulated parts, the gasoline engine may be detrimental to the health of all those who have to work within the atmosphere corrupted by exhaust gases. The degree of pollution meas-ures the magnitude of the menace. This may be negligible at times, but with careless operation it becomes serious. The exhaust gases from an engine are composed of, nitrogen, a little free oxygen, hydrocarbons, hydrogen, carbon monoxide, and carbon dioxide, the last two being considered dangerous. The presence of carbon dioxide as a product of combustion of the gasoline was recognized as an objection from the beginning of the use of these machines, but attention was called to the fact that the amount produced was relatively small as compared to that from other sources of this gas, and it was not likely to be made in dangerous quantities. The effect of carbon dioxide, except in relatively large percentages, is confined to the effect it may have in reducing the oxygen content of the air that is breathed.

Jan 10, 1914

By E. C. Stephens

The eastern Washington— Idaho clay region stretches along the northeast margin of the Columbia basin for 150 mil es. The three better known and developed clay areas are Clayton, Wash., (2 miles north of Spokane); Mica, Wash., (10 miles southeast of Spokane); and Moscow-Deary-Bovill, Latah County, Idaho (about 80 to 90 miles southeast of Spokane) see Fig. 1. Clays from the eastern Washington— Idaho clay area have been mined for more than 50 years. At present Mica, Washington deposits are used by the Gladding—McBean & Co. to make a variety of bricks and ceramic products and Latah County, Idaho clays are used by the A. P. Green Fire Brick Co. to make refractories. The Anaconda Co. made an intensive investigation of the clay deposits in the northeastern Washington-!daho area in 1919 to determine the existence of a supply of raw materials from which alumina could be made. The greater part of the work, which included systematic drilling and shaft sinking, was concentrated at Mica, Wash. This was part of a research project carrted on by the Anaconda Metallurgical Research Dept. under the direction of Frederick Laist and F. Frick and it was terminated in 4920. V. D. Perry, Vice President and Chief Geologist for The Anaconda Co., in 1952 assigned the writer to make a preliminary study of clay and other potential sources of alumina ore in the Pacific Northwest with particular emphasis on those deposits which might be of future importance to The Anaconda Co9s. then new aluminurri plant at Columbia Falls, Mont.

Jan 1, 1961

By D. W. Mitchell

J. H. Schlobohm (Joy Manufacturing Co., New York) —This paper has been read with a good deal of interest; however, there are several salient features which Mr. Mitchell has overlooked. The initial emphasis on selection should be placed on type of material to be loaded and method of mining involved. There is no possible connection in the comparison of scraper or Joy Lohite loaders with loaders of any other type. Neither can an operating comparison be made between "Rocker type" loaders and those equipped with loading head and gathering arms. Each unit has its application, but the application depends on material and the mining system involved. Mr. Mitchell's compilation of data on various loaders, while it represents a great many facts, does not represent true operational data, i.e. Table I, column heading "Max. Rated Capacity for 7 hr;" these figures are meaningless inasmuch as little or no time at all is allowed for tramming or switching or moving the loader from place to place. Table I, column heading, "Best Reported Field Shift," would be a better source of operational data, assuming of course that conditions, applicable to each class of loaders, were average to avoid enthusiastic performance figures. Table I, column heading, "Repair Parts Cost per Ton," is still another item which will not stand up under comparison unless the loaders involved are put into type classes, i.e., there are simply no means possible to show the repair costs of scraper loading versus a caterpillar mounted loader in abrasive material. The source of information here is also important. Actual field tests have proved that these costs are of a constant nature. Manufacturers are striving to hold them to a minimum and many interesting studies have been made. A fairly recent example of this in a large United States gold producer has proved that Joy HL-3 loaders can be consistently average, less than $0.025 per ton mucked. This cost represents repair labor and parts over a two year

Jan 1, 1952

By Charles Legrand

IN many iron, coal and copper mines where large tonnages are known before starting operation and proper provisions can be made, the problems of electric traction by trolley locomotives are not very different from those of surface plants. In such installations the gauge of the track, the radius of curves, and the clearances, both vertical and horizontal, can be made to suit the conditions of the traffic. It is more difficult to install electric traction in mines which were started with hand tramming and where no consideration was given to the possibility of mechanical traction being used. The writer having had some experience in the installation of electric traction in copper mines, the following remarks apply more particularly to these mines. With the gauge of track usually 18 or 20 in., the weight limit of locomotives obtainable from manufacturers in this country varies from 3 . to 6 tons. The full-load speed varies from 42 to 6 miles per hour. These locomotives, being made to run on very small radius curves, have a short wheel base and a long overhang from axle to coupling, which necessitates a coupling with a good deal of lateral motion to avoid derailing the cars on sharp curves, especially if couplings are of the standard railroad automatic type. Although, 3-ton locomotives will run on 12- or 16-.1b. rails, it has been found more satisfactory to use 25-lb. rails, as the track keeps in much better shape, it is easier to maintain the bonding in good order, and fewer derailments from dirt on the track occur with the larger rails. Where 6-ton locomotives are used the 25-1b. rails are satisfactory, but 40-lb: rails have proved cheaper where the traffic is heavy and the ground is soft, as the track maintenance is considerably lower with the heavy rails. The locomotives will run on 15-ft. radius curves, but on through runs it is advisable not to go below 40-ft. radius.

Jan 2, 1914

By D. H. Bacon

Nearly all men are too busy with their own affairs to keep informed of the progress in other lines. From time to time we read statistics showing the development in some industry that astonish us; but the feeling of surprise soon fades: to be followed by others that likewise pass away. A short resume of what has been done in one line may be of interest. Down to late in the fifties the ore-product of Lake Superior mas handled over a mule-tram-road to Marquette; now the Duluth, South Shore and Atlantic, the Chicago and Northwestern, the Wisconsin Central, the Duluth, Superior and Western, the Duluth, Mesabi and Northern, the Duluth and Iron Range and the Lake Superior and Ishpeming railroads serve the shippers. Down to nearly 1870 a 700-ton ship was an enormous craft, the loading of which required two days; the unloading being seldom accomplished in that time. In 1871 the largest ore-barge carried 1050 toils and made twelve trips per season. Now the cargoes reach 5000 tons, the loading requiring less than three hours, and the unloading ten hours. Now the mines cover more land than was familiar to even the " timber-cruiser " when the Jackson mine was opened. The annual shipments have grown from a few thousand to 10,000,000 tons, and the ability of the mines to produce is not taxed. Lake-freights are at one-eighth, and rail-freights at one-quarter, of early prices. The deeper waterways, commodious locks and large ships of to-day are in a greater measure due to the movement of ore than to any other cause. Great savings have been made in each detail of each department. The only item of cost that has not been lessened, I am glad to say, is the money paid to men. Wages, measured by what they will buy, are as high

Jan 1, 1898

By Edwin Shorey

IN THE southwestern Wisconsin zinc district, lying in Lafayette, Grant, and Iowa Counties, and the adjoining territory in northwestern Illinois, the orebodies are generally small, and are mined out in a few years. Many of the mines are developed with an expectation of five years or less of actual production. For this reason, as well as for considerations of economy, certain features in the development practice, which have been worked out with a view toward keeping the ratio of time required for, development to that occupied by actual production as small as possible, are of interest. ORGANIZATION The organization of a crew for, this work is as follows: Inasmuch as speed in sinking is desirable, the shaft crew comprises three shifts working 8 hr. each. In the smaller shafts, running up to 6 by 12 ft. (1.8 by 3.6 in.) in size, two men are employed on a shift; in larger shafts an additional man is usually employed. A mine foreman, or ground boss, has general control of the work of the three shifts. He is usually with the crew on the first and the early part of the second shifts, and plans the work to be done for the third shift when it comes on. His schedule, of course, is flexible and when pump changes, or other special conditions warrant, he, arranges his working time to suit the occasion. The surface crew for a sinking operation is made up of two hoistermen, each working 12-hr. shifts. Since the various operations in the shaft must be conducted in succession,. and not in combination, one with the other, separate attendance for hoisting and general plant is unnecessary. Drilling is done when no hoisting is necessary and vice versa. The hoisterman trams out and dumps the excavated material which the crew in the shaft is mucking, as a part of his regular hoisting work.

Jan 8, 1920

By Harold L. Hinds

The Homestake Ledge or Lead was discovered by Fred and Moses Manuel on April 9, 1876. They recovered a small amount of gold from the quartz outcrop, but, unfortunately, they were prospectors not hardrock miners. Their claim was sold to a group of experienced California mining men in 1877. These mining men incorporated their holdings as the Homestake Mining Company. This was the beginning of one of the greater gold mining enterprises of the Western World. Metallurgical operations progressed over the years from an eighty- stamp grinding circuit using amalgamation for recovery to the more complex circuit of today. The Homestake Mine, today, is an underground mine with the deepest winze reaching the 8,000-foot level. The ore is hoisted to the surface by two primary shafts, the Ross Shaft and the Yates Shaft. See Figures 1 and 2. It is crushed in three-stage crushing plants located in the headframes. From here, it is trammed to the mill fine- ore bins by electric locomotives. The Lead grinding plant milling circuit, known as the South Mill, receives ore from the crushing plant at minus 112 inch (Figure 3). This material is dumped into overhead fine-ore bins from five- ton rail cars. The fine-ore bins have a live capacity of about 3,700 tons. The South Mill bins can also be fed by a conveyor system which reclaims ore from an 80,000-ton capacity stockpile. This stockpile is built up from peak mining production periods and available surface low grade material. It is then reclaimed during low mine production periods. The grinding circuit at the South Mill consists of four rod mills in open circuit followed by four ball mills in closed circuit. Three of the rod mills are 6-foot by 12-foot Marcy's. The other is

Jan 1, 1983

By Joseph Perry

MAGNESITE is found in 22 California counties, but many of the deposits are too small or too impure to be of commercial value. Several of sub-stantial size and quality were entirely exhausted by wartime operation. At present, three properties comprise the only known workable deposits in the state. Of these, the Western mine and the Patterson mine have been known and worked for many years, and have been described in con-siderable detail in various publications, therefore need only brief mention here, because of their proximity to the Bald Eagle mine. The latter, recently developed, is unusual in type of ore deposit, plant design and operation, as well as products made, and very little has been written concerning it. WESTERN MINE The Western mine, 32 miles south of Livermore, Calif., was formerly operated by C. S. Maltby. It has been a consistent producer for many years.1 The ore is of amorphous variety, occurring along fracture zones in serpentine. The veins vary greatly in width, the average being perhaps 8 ft., with the maximum indicated in one early stope of 40 ft.; 2 ft. is considered the minimum for economical mining. The strike of the veins is predominantly north and south, with dip to the west varying from 40° to 75°. Walls are well defined and as a rule firm and easily supported, Veins range in length from a few hundred feet to 1000 or more. Their maximum vertical extent is about 350 ft., but many run less. Early mining consisted of open-cut and glory-hole work on the larger outcrops. This was followed underground by a modified shrinkage system, the waste and low-grade horses being removed by hand sorting on the tramming levels and transported to surface dumps. Filled-stope mining is used now, in order to eliminate the handling of waste, which has

Jan 1, 1938

By Raymond B. Ladoo

NONMETALLIC minerals (excluding fuels) arid their primary products produced annual in the United States have a value in excess of one billion dollars, or more than that of the metals, yet the lack of expert knowledge of some of the fundamental technical and economic aspects of this most important and complicated business is astonishing. This paper will deal with the economics of this non- metallic mineral field-the business of making money from producing these minerals. The incentive behind all business activity in a capitalistic economy is to make money-to plan so that each dollar invested in property, plant, equipment, services, and so on will return more than a dollar plus simple interest. Of course, business has social, civic, and national duties and responsibilities, but the fulfillment of these is largely dependent upon financial success.

Jan 1, 1939

By J. J. Lillie

Sublevel stoping was first developed in the Michigan iron mines many years ago. Since that time this method, and modifications with long hole drilling, have been used in a number of non-ferrous mines and have been described in various papers and articles. With a few exceptions, the operations where sublevel methods have been applied are producers of large daily tonnages from ore bodies of considerable size. In selecting mining methods for small properties or relatively small detached ore bodies, sublevel methods often have been overlooked. The method has been used success- fully in relatively small operations at Copper Canyon, Nevada, and, more recently, in mining small ore bodies at Darwin, Calif. As a result of this experience, we believe that a review of the general procedure, the advantages noted, and the results obtained will be of interest to many operators of relatively small mines.

Jan 1, 1949

By Charles Legrand

In many iron, coal and copper mines where large tonnages are known before starting operation and proper provisions can be made, the problems of electric traction by trolley locomotives are not very different from those of surface plants. In such installations the gauge of the track, the radius of curves, and the clearances, both vertical and horizontal, can be made to suit the conditions of the traffic. It is more difficult to install electric traction in mines which were started with hand tramming and where no consideration was given to the possibility of mechanical traction being used. The writer having had some experience in the installation of electric traction in copper mines, the following remarks apply more particularly to these mines. With the gauge of track usually 18 or 20 in., the weight limit of locomotives obtainable from manufacturers in this country varies from 3 to 6 tons. The full-load speed varies from 49 to 6 miles per hour. These locomotives, being made to run on very small radius curves, have a short wheel base and a long overhang from axle to coupling, which necessitates a coupling' with a good deal of lateral motion to avoid derailing the cars on sharp curves, especially if couplings are of the standard railroad automatic type. Although 3-ton locomotives will run on 12- or 16-lb. rails, it has been found more satisfactory to use 25-lb. rails, as the track keeps in much better shape, it is easier to maintain the bonding in good order, and fewer derailments from dirt on the track occur with the larger rails. Where 6-ton locomotives are used the 25-lb. rails are satisfactory, but 40-lb. rails have proved cheaper where the traffic is heavy and the ground is soft, as the track maintenance is considerably lower with the heavy rails. The locomotives will run on 15-ft. radius curves, but on through runs it is advisable not to go below 40-ft. radius. The voltage used should not exceed 250 to 275 volts, and the trolley wire should be protected, to prevent accidental contacts, in front of chutes and at all points where it is low. With the air lacking somewhat in oxygen and the heat and high humidity prevalent in many mines, this

Jan 1, 1915

By Clarence Wright

THE average lead and zinc content of the ores mined and milled in the Joplin district is low as compared with that of other lead and zinc deposits throughout the United States. Because of this fact and of the high grade of the concentrates, the ratio of concentration is unusually high. Most of the operating companies have aimed to produce as high a grade of concentrate as possible in order to obtain the highest price for their product. They have done this at the sacrifice of the percentage of zinc recovered. The average percentage of zinc recovery is from 60 to 70 per cent. For percentage of recoveries from actual mill tests, see tables. The concentration is commonly effected by crushing the ore to h-in. (12.7 mm.) size and subjecting it to a roughing and cleaning over two or more large Cooley jigs, of the Harz type, the finer sands being treated on the usual types of sand and slime tables. The treatment of slimes by flotation is being tested at several of the larger mills. COARSE CONCENTRATION When the ore. has been hoisted from the mine it is dumped onto a chute leading to a grizzly made of iron bars, usually heavy rails, spaced 4 to -5 in. (101 to 127 mm.) apart. The oversize is caught on the grizzly, the mineralized pieces are broken with sledge hammers so as to pass through, and the boulders that are practically barren are sorted out by hand and trammed to the waste-rock pile. The proportion of waste rock thus sorted out varies from a fraction of 1 per cent to 15 per cent., depending on the nature of the rock.

Jan 10, 1917

By R. Dawson Hall

WHAT are the opportunities for the services of engineers in the coal mines? The best answer perhaps can be made by detailing the present lines of development in the bituminous coal mining regions. They are just at the beginning of a period that can be conservatively termed revolutionary. A few glimpses of new possibilities in economic mining that will reduce the cost of bituminous coal at the mines by at least one half have convinced almost everyone that a change must shortly come about. The cost of housing has become such a burden, especially in mountainous regions, that development which demands the hiring of more men and constructing more houses would not be profitable. The introduction of mechanical aids to mining, transportation and dumping suggests a way of obtaining a large tonnage with the same or a smaller number of men with no further house construction. At the same time the restriction of immigration has made it increasingly difficult to obtain men inured to hard labor. Modern civilization is not productive of muscular energy and at the same time it provides men who are not indisposed to the use of the mental effort required to direct the physical forces now available for the replacement of such energy.

Jan 1, 1924

By R. W. Bowers

In order to hoist the ore according to grades, stope samples are taken. Three equidistant grooves are picked across the breast at right angles to the dip of the ore, the part removed being caught in the hand and then put into a small bag. When there is broken ore in the breast, the lines are continued down the pile and a small amount taken at intervals of the length of the sampler's pick handle. The quantity of sample from each breast will be between 2 and 3 Ib. If there are two grades of ore, bessemer and non-bessemer, there are two sets of brass checks for each chute, each check stamped with the number of the chute; one set of checks has the word "bessemer" and the other "non-bessemer." Before any ore is removed from the chutes, it is the duty of one man to see that the proper set of checks is at each chute in the mine. As each motor car is loaded, a check is attached to it. When the train reaches the shaft, the sample man removes the check on the first car, notes the grade, and directs the motorman to spot it over the proper pocket. The check is then hung on a hook with the number corresponding to the chute from which the ore came. The sample man throws a short rope with a knot in the end over the car and at the point where the knot falls a standard scoopful is taken. This is placed in a large bag that hangs directly under the hook containing the checks for that particular chute. These chute samples represent a check on the grading of the various contracts and by counting the tags a check is obtained on the miner's tally of the ore going into each chute; the total of the checks represents the hoist. During the stocking season, a standard scoopful is taken from each top tram car. This sample is taken in the same way as the chute samples at the plats underground. Top-of-car Samples These samples are taken by using a rope, preferably a clothesline, knotted each 18 in. of its length, and a hammer and a scoop. The standard scoop measures 31/2 by 21/4 by 11/4 in. and holds about 1/2 Ib. of ore. The rope, as applied to the usual railroad cars at the mine, is knotted into fifteen sections. It is placed diagonally over the car from

Jan 1, 1925

By B. T., Colley

AS always when metallurgical operations are conducted within or close to agricultural and stock-raising regions, the question of damage due to fume and smoke presented itself when the Cerro de Pasco Copper Corporation's new smelter commenced to operate in La Oroya in 1922, For more than twenty years the Corporation had operated its old plant close to Cerro de Pasco without encountering difficulties from smoke claims, owing to the fact that it was in an open plain where more or less constant air currents carried and dissipated the smoke over large areas, affording ample dilution. But Oroya is in a deep canyon formed by four contributing valleys up and down which the smoke travels for long distances in a more or less concentrated form. Though the altitude of Oroya is more than 12,000 ft., and the surrounding country rises to much greater elevations, nevertheless there exists there a large and important stock-raising industry and also a considerable development in agriculture, consisting of the cultivation of potatoes, barley, etc.

Jan 1, 1945

By Francis Church Lincoln

I. Situation and Surroundings, The Promontorio mine is situated at the northern end of the Sierra San Francisco de Coneto, in the town of Promontorio, Partido of El Oro, State of Durango, Mexico. As shown in the sketch-map, Fig. 1, the nearest railroad station is Chin-acates on the Mexican International Railroad, 82 miles north of the city of Durango. The mine is 16 miles north of the sta-tion by air-line. It is reached by means of a good wagon-road which first crosses the Guatimapé Plain, passing the ranches of San Antonio and San Julian, to Estacion—a distance of about 15.5 miles—and then entering the mountains crosses the Sierra to Promontorio—a further distance of 11.5 miles— making in all a distance of 27 miles by road from railroad to mine. Promontorio is just beyond the summit of the range, at an elevation of about 8,000 ft. above sea-level, or 1,350 ft. above the Chinacates station. The Castillo de San Francisco, the highest peak in the Sierra, has an altitude of 10,000 ft., and the Promontorio road crosses the summit of the ridge at an elevation of 9,000 ft. by a pass just below this peak known as the Puerto del Almagre. The Promontorio mill is situated at Santa Inés, 2 miles by tram or 3 miles by wagon-road to the north of Promontorio and about 600 ft. lower. The Sierra San Francisco de Coneto decreases in height towards the north and west till it comes to an end at the Mel-chor Arroyo on the ranches of Melchor and Ramos. Beyond this arroyo another range, the Sierra de la Candela, begins. In the vicinity of the Promontorio mine the hills are very rugged and the surface is furrowed by ravines which contain running streams during the rainy season-—July, August and

Jan 1, 1908