Full text of "Transactions"

See other formats

■ I'll. ■'.■*'}MH *ifjw T''. i i"y

!i]::"^^''^AL I n^ihr''^^ 'NS'lfttl i"l

THE NORTH OF KNGLAND INSTITUTE OF

///

MINING AND MECHANICAL ENGINEERS.

/ [Founded 1852. -Incorporatkd by Rhval Charter, 1876.]

TRANSACTIONS.

VOL. LXVL - LY-VW

1915-1916. -/f//

EDITED BY THK ASSISTANT SECRETARY.

newcastle-upon-tynp:: published by the institute.

Printed by Andrew Reid <fe Co., Limited, Newcastle-upon-Ttnk.

1916. -^ /^/^
\_All rights of puhlication or translation are reserved.]

7/1/
/

ADVERTISEMENT.

The Institxite is not, as a body, responsible for the statements and opinions
advanced in the pajwrs which may be read, nor in the discussions which may
take place at the meetings of the Institute.

CONTENTS. iii

CONTENTS OF VOL. LXVI.

Advertisement ... . . ... ... ii

Contexts ... . . . . ... ... iii

GENERAL MEETINGS.

1915. PAGE.

Aug. 7. — Aumial Geueral Meeting (Nevvca.stle-iipou-Tyue) ... ... 1

Election of Officers, 1915-1916 1

G. C. Greenwell Medal ... . ... ... 2

Annual Report of the Council, 1914-1915 . .. ... 2

Annual Report of the Finance Committee, 1914-1915 6

Account.s ... ... ... ... ... . . 7

Election of Repre-sentatives on the Council of The In.stitution

of Mining Engineers, 1915-1916 13

Discussion of Mr. Samuel Dean's pajier on " Coal-mining

in the State of Pennsylvania, United States of America "■ 13

Discus.sion of Mr. C. W. Chafer's pai>er on " Mining in

Burma." Part I. 14

Discu.ssiou of Mr. H. W. G. I^albaum's paper on "The
Winding-drums of Practice and of Theory; with Notes
on Factors of Safety and Economy of Winding-ropes ' ' 16

"A New Battery Signalling Bell." By W. M. Thornton .. 19

Discussion . ... ... ... ... ... ... 26

Oct.. 9. — General Meeting (Newcastle-upon-Tyne) ... ... ... ... 33

Remarks on the Miner's " Safety-lamp " on the Presentation
of Portraits of the Inventors by John Bell Simpson,

D.C.L .33

"Presidential Address." By T. Y. Greener 38

" Modern American Coal-mining Methods, with Some

Comparisons." By Samuel Dean ... .. ... . .53

Discussion ... ... ... ... 85

Dec. 11. — General Meeting (Newca.stle-upon-Tyne) ... ... ... 103

Di.scussion of Mr. C. W. Chafer's pajwr on " Mining in

Burma." Part I. 104

Discussion of Mr. Samuel Dean's paper on " Modern
American Coal-mining Methods, with Some Com-
parisons" 106

1916.

Feb. 12. — General Meeting (Newcastle-upon-Tyne)... .. 149

Discussion of Mr. Samuel Dean's paper on " Modem
American Coal-mining Methods, with Some Com-
parisons." ... ... ... ... ... 149

"The Hirsch Portable Electric Lamp." By Hiram H.

Hir.sch . . ... ... 175

"The Logic of Trams." By John Gibson l86

Discussion ... ... . . ... . . 198

IV CONTENTS.

ISilG. PAGE.

April 8.— Goucial Mootiug (Newca.stle-upon-Tyne) 205

Ui.scUhsioii of Mr. Saimiel Dfan'.s pajR-r on " Modern
American Coal-mining MethodN, with Some Coni-
pari.son.s " ... ... 206

Di.sc-u.ssion of Mr. Hiram H. Hirsch'.s pai>er on "The

Hirsch Portable Electric Lamp " 216

Discussion of Mr. John Gibson's paper on " The Logic of

Trams" 216

'■ The Influence of Incombii.stihlf Substances on Coal-dust

Explosions." By A. S. Blatchford 235

Discussion ... ... ... ... 243

June 3.— Greneral Meeting (Newcastle-upon-Tyne) ... 252

Discussion of Mr. Samuel Dean's pai>er on " Modern
American Coal-mining Methods, with Some Com-
parisons " ... ... ... ... ... ... ... 252

Discussion of Mr. Hiram H. Hirsch's paper on "The Hirsch

Portable Electric Lamj) " ... ... ... ... ... 254

Discussion of Mr. John Gibson's pa|)er on " The Logic of

Trams " ... ... 254

Discussion of Mr. A. S. Blatchford's paper on "The Influ-
ence of Incombustil)le Substances on Coal-dust
Explosions" .. ... ... ... ... ... ... 267

" Memoir of the late George May." By Charles L. Dobson 269

APPENDICES.

-Notes of Papers on the Worjcing of Mines, Metallurgy, etc., from
the Transactions of Colonial and Foreign Societies and Colonial
and Foreign Publications ... ... ... ... ... ... 1-31

" Prospecting for Gold in the Metalliferous Strata of the

Black Mountain." By R. Espar.seil 1

" List of Canadian Mineral Occurrences." By A. A. Johnston 2

"Coalfields of British Columbia." By D. B. Bowling ... 2

"Coalfields of the Domain of Kebao, China." By Louis

Ranieau ... ... ... ... . . ... ... ... 3

"Characteristics of Fossil Coal." By K. Weithofer ... 4

" Characteristics of Coal-deposits in the Limestone Strata

(Germany)." By E. Donath and A. Kzehak 4-

" Mining Fields of Western Australia." By A. Gibb

Maitland 5

"Mining Geology of Yerilla. North Coolgardie Goldfield."

By J. T. Jutson 5

" Geological Ob.servations and Remarks on the Pre.sent State

of Mining in the Districts of Moimt Magnet, Lennon-

ville and Boogardie, Murchison Goldfield." By J. T.

Jutspn ... . . . . ... ... ... ... . . 6

"Coal Re.sources of Western Australia." By H. P.

Woodward ... ... ... ... ... ... 6

" Certain Mining Centres at the South End of the Yalgoo

Goldfield." By H. P. Woodward 7

" Knrnalpi. North-ea.st Coolgardie Goldfield." By J. T.

Jutson . .. ... 7

CONTEXTS. V

APPENUICES.— CoH/.HHCf/.
I. — Notes of Papers, etc. — Continued. page.

" Report upou the Ardlethan Tiufield." By J. U. Ciodfrcy 8

"The Mayari Ii'on-Ore Depo.sit.s, Cuba." By J. F. Kemp 8

" Working and Concentration of the Outjmt of a Coalfield in

Bohemia.' By L. Kir.schner ... 8

" Method.s of Drawing Pillars in Pitching Seams." By J.

Somerville Quigley ... ... ... ... ... ... 9

" Condensation of Gasoline from Natural Gas." By G. A.

Burrell, Frank M. Seiljert and G. G. Oberfell 9

" Mine-rescue Apparatus." By Charles Graham 10

" Studies and Investigations Relating to Various Exj)losive

Mixtures, with Nitrate of Ammonia as the Base." By

H. Schmerlser 11

" Occurrence of Explosive Ga.ses in Coal-mines." By N. H.

Darton ... ... ... ... ... ... ... ... ll

" Some Remarks on Gas in Coal." By G. A. Lavoie 12

" Limits of Intiammability of Mixtures of Methane and Air."

By G. A. Bunell and G. G. Oberfell 12

" Investigation of Certain Phenomena Accompanying a

Mining (Air-blast) Accident. By F. Mrvik 14

"Explosion in a Coal-mine near Neurode, Prussian Silesia."

By — Warne 14

■' Analysis of Natural Gas and Illuminating-gas by

Fractional Distillation at Low Temi>eratures and

Pressures." By G. A. Burrell, F. M. Seiljert and I. W.

Robertson ... ... ... ... ... . . 15

" Addition of Lime to Briquettes to Reduce the Sul])hur

Percentage." By E. Donath 16

"Utilization of Lignite or Brown Coal." By J. Huebers 16

"Utilization of Browu-coal Dust." By — Herburg ... 17

"Notes on the Use of Low-grade Fuel in Euroj)e." By

R. H. Fennald ".. 17

" DifiBculties in Firing Explosives, either Electrically or by

Hand." By T. Blum ' .".. 18

" Destructive Force and Speed of Explosions of Modern

Blasting Materials." By — East 19

"Use of Liquid Air for Blasting in Coal-mines." By M.

Przyborski ... ... ... ... 19

"Arrangements for Reversing the Ventilation in Mines."

By G. Ryba 20

"Rotating Ventilation-doors for Upcast Shafts." By G.

Ryba 20

" Study of Mine Ventilation : Combination of Natural and

Artificial Ventilation." By J. Bouvat-Martin 21

" Some Considerations in Regard to the Internal Resistance

of Ventilators." By J. Bouvat-Martin 21

" Irruptions of Quicksand in the Brown-coal Measures of

North-west Bohemia." By A. Padour ... 22

" Application of the Elmore Apparatus at the Guerrouma

Mines." By D. Du.ssert 22

" Coking of Coal at Low Temperatures, with Special Refer-
ence to the Proi^erties and Composition of the Products."

By S. W. Parr and H. L. Olin 28

CONTENTS.

Al'PEN DICES. —r(*»/i»i(c./.
I. — Notes of Pajtoi-.s, etc. — Cuntinued.

" Exin'iimout.s on Wiio Rojh's. " By J. l)ivi>

■ Eiiiploymcnt of Mechauieal Drills in tlio Miucs of Con-

stautiiia." By — Fortier

•' Eloctiification of 'the Mines of the Cleveland-Clitt.- Iron

Company." By F. C. Stanford

"Loading of Mine Cages by Electrical Means." By —

VVinternieyer
•■ Modern Electrically-driven Ventilators in Mines." By

^ VVendriner and K. RiJckert
" Solenoid Cables with Induction-coils for Telephoning in

Mines." By W. Sieprawski

•• I'etrolcum and the War." By A. Gui.selin

••Movements of Manganese Ore." By A. de Keppen

■• Mineral Production of India during 11)13 and l'J14." By

H. H. Hayden

■■ Supply of Mineral Fuel to Paris Before the War :

Importance of the Port of Rouen for the Supply of

I'aris." By A. de Kep]>en
" Miners' Wash-and-Change Hou.ses." By Josej)h H

White

" Dimensioning of Coal-mines." By — Barvik
"Safety in Stone-quarrying." By Oliver Bf)wles ...

PAGE.
24

25
25
26
26

28
28

30
31
31

II. — List of Fatal and Non-fatal Explosions of Firedamp or Coal-
dust for the Year 1915. Compiled by Percy Stmelecki 32-34

in.— Annual fieport of the Council and Accounts for the Year 1915-
1916; List of Council, Officers and Menilx>rs for the Year 1916-
1917; etc

i-lii

Index

1-7

I
II.

List of Plates

PAGE

84 III.

198

PAGE.

269

THE NORTH OK ENGLAND INSTITUTE

MINING AND JIECHANICAL ENGINEERS.

ANNUAL GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastle-upon-Tyne,

August 7th, 1915.

Me. T. Y. GREENER, President, in the Chair.

ELECTION OF OFFICEES, 1915-1916.

The President (Mr. T. Y, Greener) appointed Messrs. N. B.
Ridley, Jolin Simpson, W. B. Wilson, Jun., and Allan Cordner
as Scrutineers of the balloting-papers for the election of officers
for the year 1915-1916.

The Scrutineers afterwards reported the result of the ballot,
as follows ; —

President :
Mr. T. Y. Greener.

Mr. J, B. Atkinson.
Mr. Samuel Hare.

Mr. R. S. Anderson.
Mr. Henry Armstrong.
Mr. Sidney Bates.
Mr. R. W. Berkley.
Mr. C. S. Cabnes.
Mr. W. Cochran Carr.

Vice-Presidents :
Mr. T. E. Jobling.
Mr. C. C. Leach.

Councillors :
Mr. Frank Coulson.
Mr. Benjamin Dodd.
Mr. Mark Ford.
Mr. J. H. B. FoRSTER.
Mr. A. M. Hedley.
Mr. A. C. Kayll.

Prof. Henry Louis.
Mr. F. R. Simpson.

Mr. John Morison.
Mr. W. C. Mountain.
Mr. John Simpson.
Mr. Simon Tate.
Mr. R. L. Weeks.
Mr. E. Seymour Wood.

VOL, LXtT.— 1915-1910.

2 TRANSACTIONS— THE NORTH OV K.VCJLAXD INSTITUTE. [Vol.lxvi.

The Secretary read the minutes of the last General Meeting,
and repoiled the proceedings of the Council at their meetings on
July 24th and that day.

G. C. GEEENWELL MEDAL.
The President (Mr. T. Y. Greener), in presenting the G. C.
Greenwell bronze medal to Mr. Eobert Clive for his paper on
"Stone-dusting at lientley Colliery: Eeport to the Doncaster
Coal-owners' (Gob-fires) Committee," said that Mr. Clive had
been associated with him for many years in one way and another,
and therefore it was a personal gratification to him to have the
pleasure of making the presentation.

Mr. Eobert Clive expressed his appreciation of the high hon-
our that had been conferred upon him by the Institute in present-
ing him with the Greenwell medal. He had received a large
part of his training in the IS'orth of England, and it was a par-
ticular pleasure to him that the President of the Institute that
year was Mr. Greener, under whom he had served a great part
of his time. He attributed his personal success to the excellent
training that he had obtained under that gentleman.

The Annual Eeport of the Council was read, as follows : —

ANNUAL EEPOET OF THE COUNCIL, 1914-1915.

The Institute has sustained a great loss through the death of
Mr. George May, who was elected a member in the year 1862,
served on the Council from the year 1878, and was elected Presi-
dent in 1896. He contributed to the Transactions, and took a
lively interest in the aifairs of the Institute.

The Council also deplore the deaths of Messrs. James Eobson
Brass and Eonald Edwin White, who were killed in action in
the Great War.

A decrease in the membership has to be reported for the fifth
year in succession. The additions to the register, and the losses
by death, resignation, etc., are shown in the following table: —

Additions
Losses ...
Gain

Lo^ — 19 44 25 31 28

1910.

1911.

1913.

1914.

1915.

105

—

1915-1916.] N.E.INST. — ANNUAL REPORT OF COUNCIL, 1914-1915. 3

It will be seeii from the table that the fall in membership this
year is again clue to a decrease in the additions. This decrease is
no doubt in part the result of the removal of the headquarters of
The Institution of Mining- Engineers to London in 1909, and an
effort must be made to increase the membership from local
sources. Agents and managers in the district could materially
help by inducing their officials to become members or associates
of the Institute.

The membership for the last six years is shown in the follow-
ing table : —

Year ended August 1st. 1910. 1911. 1912. 1913. 1914. 1915.

Honorary members ... 26 27 24 23 24 25

Members 926 921 893 874 846 824 /

Associate members ... 106 107 101 100 97 91

Associates 214 209 204 205 206 207

.Students 54 43 43 38 34 31

Subscribers 35 35 33 33 35 36

Totals ...1,361 1,342 1,298 1,273 1,242 1,214

The Council are compiling a list of members serving with the
forces, of whom they have record of 100, but the list is by no
means complete.

The Library has been maintained in an efficient condition
during the year; the additions, by donation, exchange, and pur-
chase, include 600 bound volumes and 26 pamphlets, reports,
etc. ; and the Library now contains about 15,339 volumes and
557 unbound pamphlets. A card-catalogue of the books, etc.,"
contained in the Library renders them easily available for
reference.

An exchange of Transactions has been arranged, during the
year, with the Anglo-Egyptian Sudan Geological Survey.

The courses of lectures for colliery engineers, enginewrights,
and apprentice mechanics arranged to take place at Armstrong
College were suspended on account of the war.

Mr. Thomas Douglas continues to represent the Institute as
a Governor of Armstrong College, and Mr. John H. Merivale, in
conjunction with the President (Mr. T. Y. Greener), represents
the Institute on the Council of the College.

Mr. Thomas Edgar Jobling continues to represent the Insti-
tute upon the Board of Directors of the Institute and Coal Trade
Chambers Company, Limited,

4 TRAXSACTinXS -TIIK XORTIl OF KXGLAXl) INSTITUTE. [Vol. Ixvi.

Tlie Pre.sideiit continues a Representative Governor ui)on the
Court of Governors of tlie University of Durham Collef?e of
Medicine during- lii.s term of office.

The International (;ongres.s of Mining', Metallurgy, Applied
Meclianics, and Economic Geology, which was to have taken
place in London during the year 1915, was abandoned ou account
of the war.

Under the will of the late Mr. John Daglish, funds have
been placed at the disposal of Armstrong- College for founding a
Travelling Fellowship, to be called the " Daglish " Fellowship,
candidates for which must be nominated by the Institute. Mr.
Samuel Dean was, in January, 1915, again awarded the Fellow-
ship, and suitable arrangements have been made for Mr. Dean to
gain knowledge and experience abroad.

A G. C. Greenwell bronze medal has been awarded to Mr.
Robert Clive for his paper on " Stone-dusting at Bentley
Colliery : Report to the Doncaster Coal-owners' "(Gob-fires)
Committee."

Prizes have been awarded to the writers of the following
papers, communicated to the members during the year
1914-1915: —

"Coal-mining in Mexico." By Mr. Edward Otto Forster Brown, M.I.M.E.
" Notes on Coal-mining' in the State of Illinois, United States of America."

By Mr. Samnel Dean, M.I.M.E.
" Hydraulic Stowing in the Gold-mines of the Witwat«rsrand." By Mr.

Berent Conrad Gullachsen, M.I.M.E.
" The Prevention of Overwinding and Overspeeding in Shafts." By Mr.

Gordon George Thomas Poole, M.I.M.E.

The papers printed in the Transactions during the year are
as follows : —

" The Killingworth Colliery (New South Wales) Explosion." By Mr.

James Ashworth.
" Coal-mining in Mexico." By Mr. Edward Otto Forster Brown, M.I.M.E.
" The Maikop Oilfield, Soiith Eussia." By Mr. William Calder, M.I.M.E.
" Mining in Burma." Part I. By Mr. Cecil William Chater, M.I.M.E.
"Winding-engine Signals." By Mr. Wilfrid H. Davis.
" Notes on Coal-mining in the State of Illinois, United States of America."

By Mr. Samuel Dean, M.I.M.E.
" Coal-mining in the State of Pennsylvania, United States of America."

By Mr. Samuel Dean, M.I.M.E.
"Hydraulic Stowing in the Gold-mines of the Witwatersrand." By Mr.

Berent Conrad Gullachsen, M.I.M.E.
"The Lateral Friction of Winding-ropes." By Mr. Henry Wallace

Gregory Halbaum, M.I.M.E.

1915-1916.1 X.E. INST.— AXxXUAL KEPOllT OF COUNCIL, 1914-1915. 5

"The Windiug-drums of Practice and of Theory; with Notes on

Factors of Safety aud Economy of AVindiug-ropes." By Mr. Henry

Wallace Gregory Halbaiim, M.I.M.E.
" The Prevention of Overwinding and Oversi^eeding in Shafts." By Mr.

Gordon George Thomas Poole, M.I.M.E.
"A Portable Electrical Gas-det«ctiug Device for Use with Miners'

Lamps." By Mr. George J. Ralph.

No excursion meetings have been held during the year. The
Council hope to rearrange the postponed excursion to Esknieals
on the conclusion of the war.

During the year Mr. AV. 0. Tate presented a lamp to the
collection which the Institute is forming to replace that
destroyed by fire at the Brussels Exhibition.

The rooms of the Institute have been used, during the year, by
the Newcastle-upon-Tyne Economic Society; the North-East
Coast Association of Chartered Secretaries; the Armstrong
College; the Newcastle Local Section of the Institution of
Electrical Engineers; the North of England Branch of the
Association of Mining Electrical Engineers; the British
Foundrymens' Association ; the Newcastle Jewish Literary and
Social Society ; the Lawn Tennis Association ; and the North of
England Gas Managers' Association.

The Council beg to report that the North-Eastern Railway
Company have, for the present, withdrawn the privilege of
reduced railway-fares to members attending general or excursion
meetings of the Institute. The Council hope, however, that
if the concession should be renewed after the war it will lead to
an increased attendance at the meetings.

The Institution of Mining Engineers has now completed its
twenty-sixth year, and the members are to be congratulated on
its progress. During the year it has been granted a Royal Charter
of Incorporation.

The President (Mr. T. Y. Greener) moved the adoption of
the Report,

Mr. John H. Meeivale seconded the resolution, which was
adopted.

The Annual Report of the Finance Committee was read, as
follows : —

6 IIIANSACTIONS— THE NORTH oF EXGLAXD INSTITUTE. [Vol. Ixvi.

ANNUAL REPORT OF THE FINANCE COMMITTEE,

1914-1915.

A statement of accounts for the year ended June 30tli,
1915, duly audited, is submitted herewith by the Finance Com-
mittee.

The total receipts were £2,697 9s. 5d. Of this amount
£42 8s. was paid as subscriptions in advance, leaving
£2,055 Is. 5d. as the ordinary income of the year, as compared
with £2,749 17s. 9d. in the previous year. The amount received
as ordinary subscriptions for the year was £1,966 lis., and
arrears £194 17s., as against £2,104 12s. and £249 13s. respec-
tively in the year 1913-1914. Transactions sold realized
£8 17s. 5d., as compared with £31 13s. 5d,, and the amount
received for interest on investments was £396 15s., as compared
with £398 Is. lOd. in the previous year.

The expenditure was £2,271 Os. 5d., as against £2,752 9s. 5d.
in the previous year. Increases are shown in rent, rates, and
taxes, library purchases, postages, telephones, etc., and report-
ing. Decreases are shown in the contributions to The Institu-
tion of Mining Engineers, salaries and wages, insurance, heat-
ing, lighting, and water,- furniture and repairs, printing and
stationery, incidental expenses, travelling expenses, prizes for
papers, and Library catalogue.

The balance of income over expenditure was £426 9s., and
if to this the amount of £674 5s. 6d. from the previous year
be added, a credit balance remains of £1,100 14s. 6d.

The names of 25 persons have been struck off the member-
ship list in consequence of non-payment of subscriptions. The
amount of subscriptions written off was £140 18s., of which £78
was for sums due for the year 1914-1915, and £62 18s. for
arrears.

It IS probable that a considerable proportion of this amount
will be recovered and credited in future years. Of the amount
previously written off, £49 2s. was recovered during the past
year.

THOS. Y. GREENER, President.
August bill, 1915.

1915-1916.]

X.E. IXST. ANNUAL ACCOUNTS, 1914-1915.

■6

CO o

«■

-t tJI

«*}

Id 1-1

O CO

_50

00 O

t}<

o
o

srt

cS ^

'a o o
o o ^

^ "S £
3 -« -2

w 0) s

1 b1

+^ ,,° o

■" i -s

2 I -2
"" S .-2

t^ to

o a

ic 0)

S s4

O to

«S a> 0)

o o s' -

P- s

■<1 (M

«rt

2rt O s

51^

o !t:

5rt ^

cc 0>

o o

O CO

O : -3

^. c

-o g

-a

'^O

S OJ

„

o tc

h o

<«H

^ o

3 M

M H

T3 d, t, M <B

= 01 a 13 H

o J ^ s

*, fcfi

5 5 .2

S eS -s 'p, t«
* « .S "

S 53 g^ i 3

oT ^

H ■»-"

- 's

2 CO

i s

■Xi S

TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.
Db. Thb Tkkasukee in Account with Tiik Nokth of England

FOR THE YEAK ENDINQ

June 30th, 191 4. ^ s. d. £

To Balance of account at bankers ...
in Treasurer's hands

595

674 5 6

June 30th, 1915.

To Dividend of 7^ per cent, on 207 shares of £20 each in
the Institute and Coal Trade Chambers Company,
Limited, for the year ending June 30th, 1915 ... 310 10 0

„ Interest on mortgage of £1,400 with the Institute and

Coal Trade Chambers Company, Limited 49 0 0

„ Dividend on £340 consolidated 5-per-ceut. preference
stock of the Newcastle and Gateshead Water
Company ... ... •.• ■• ■•■ ... 17 0 0

„ Dividend on £450 ordinary stock of the Newcastle and

Gateshead Gas Company 20 5 0

396 15 0

To SaXes oi Transactions 8 17 5

Capital Fund : amount received on account of £155 15s. 3d.

paid by the Institute last year ... ... ... 125 0 0

To Subscriptions foe 1914-1915, as follows : —

664 Members (® £2 28.

76 Associate members ... ... @ £2 2s.

158 Associates @ £1 5s.

23 Students @ £1 5s.

21 New members ■•. , ■•• ■•■ (S £2 2s.
3 New associate members ... ... @ £2 2s.

8 New associates ... ... ... (a' £1 6s.

10 New students ... ... ... fw £\ 5s.

1 New subscribing firm ... ... (w £2 2s.

34 Subscribing firms...

1,966 11 0
Less, Subscriptions for current year paid in advance

at the end of last year ... ... ... 36 19 0

1,394 8

159 12

197 10

28 15

44 2

6 6

10 0

12 10

2 2

1,855 5

111 6

1,929 12 0
Add. Arrears received ... ... ... ... ... 194 17 0

2.124 9 0

Add, Subscriptions paid in advance during current

year 42 8 0

2,166 17 0

£3,371 14 11

1915-1916.]

X.E. INST. — AXXUAL ACCOUKTS, 1914-1915.

INSTIIUTE of MlNlHGt AND MkOH.\NICAL ExuiNEEliS

JUME 30th, 1915.

Ck.

June 30tli, 1915.
By Salaries and wages
„ Insurance
,, Rent, rates, and taxes
„ Heating, lighting, etc.
„ Furniture and repairs
,, Bankers' charges ...
„ Library

,, Printing, stationery, etc. ...
,, Postages, telephones, etc. ...
,, Incidental expenses
,, Travelling expenses
„ Prizes for papers ...
,, Reporting general meetings
„ Library catalogue ...
,, Stamping receipts for subscriptions
„ International Congress of Mining. Metallurgy, Applied

Mechanics, and Economic Geology, London, 1915,

7J per cent, of guarantee
„ Law charges

By The Institution of Mining Engineers : Calls, etc.
Less, Amounts paid by authors for excerpts

£ s.

438 6

13 11

38 19

15 3

Q^ 3

21 0

43 6

173 1

91 1

69 15

26 8

5 5

14 14

3 0

20 16

7 10

1 1

1,193 10
1 14

1,079 4 5

1.191 16 0

By First instalment on account of £500 4^-per-cent. War
Loan, 1925 1945 ...

By Balance of account at bankers : deposit account ... 500 0 0
„ ,, ,, ,, current account ... 520 0 3

I, „ in Treasurer's hands ... ... ... ... 55 14 3

2.271 0 5
25 0 0

1,075 14 6

£3,371 U 11

10 TRANSACTIONS THE NOIM'H OF I.VCJLAXJ) I.VSTlTUTE. |Vol.Ixvi.

Du. Thk Tkbasujike of Thk Nokth of ENULANij Institute ok Mining

£ s. d. £ • d. £ .. d.
To 846 Members,

52 of whom have paid life-compositions.

794

2 not included in printed list.

796 @ £2 2s 1,671 12 0

To 97 Associate members.

10 of wliom have paid life-compositions.

87 @£2 28 182 14 0

To 206 Associates,

1 of whom has paid a life-composition.

205

1 not included in printed list.

206 @ £1 5s 257 10 0

To 34 Students @ £1 6s 42 10 0

To 35 Subscribing firms ... , 113 8 0

2,267 14 0

To 21 New members @ £2 2s 44 2 0

To 3 New associate members @ £2 2s ... ... 6 6 0

To 8 New associates @ £1 5s 10 0 0

To 10 New students @ £1 5s 12 10 0

To 1 New subscribing firm (5) £2 2s. ... ... 2 2 0

To Arrears, as per balance-sheet. 1913-1914 231 14 0

Add, Arrears considered irrecoverable, but since paid .,, 49 2 0

75 0 0

280 16 0

To Subscriptions paid in advance during the current year ... ... ... 42 8 0

£2,665 18 0

1915-1916.] N.E. INST. — ANNUAL ACCOUNTS, 1914-1915. 11

AND Mechanical Enginebes in Account with Subscriptions, 1914-1915. Cr.

STRUCK OFF
PAID. UNPAID. LIST.

£ s. d. £ s. d. £ s. d.

By 34 Subscribing firms, paid ... ... Ill 6 0

1 „ „ unpaid 2 2 0

By 21 New members, paid ... @ £2 2s. 44 2 0

By 3 New associate members, paid @ £2 2s. 6 6 0

By 8 New associates, paid ... @ £1 5s. 10 0 0

By 10 New students, paid ... @ £1 5s. 12 10 0

By 1 New subscribing firm, paid @ £2 2s. 2 2 0

By 661. Members, paid @ £2 2s. 1,394. 8 0

" 106 .. unpaid ... @ £2 2s 222 12 0

7 „ resigned ... @ £2 2s 14 14 0

1 ., excused payment @ £2 2s. 2 2 0

2 „ dead @ £2 2s 4 4 0

IG „ struck off list @ £2 2s 33 12 0

796

By 76 .\ssociate members, paid @ £2 2s. 159 12 0

7 ,. „ unpaid @ £2 2s 14 14 0

1 „ „ resigned @ £2 2s 2 2 0

1 ., „ dead @£2 2s 2 2 0

2 „ „ struck off list @ £2 28 4 4 0

By 158 Associates, paid @ £1 5s. 197 10 0

39 „ unpaid ... @ £1 5s 48 15 0

2 „ resigned ... @ £1 5s 2 10 0

7 „ struck off list @ £1 5s 8 15 0

206

By 23 Students, paid @ £1 5s. 28 15 0

8 „ unpaid ... @ £1 5s. 10 0 0

1 „ resigned ... @ £1 5s. 15 0

2 „ dead @ £1 5s 2 10 0

1,966 11 0 298 3 0 78 0 0

By Arrears 194 17 0 23 1 0 62 18 0

2,161 8 0
By Subscriptions paid in advance during tbe

current year ... ... ... ... 42 8 0

2,203 16 0 321 4 0 140 18 0

_^ v^ ^

£2,665 18 0

12 TKANSAC'TIO.VS TJIK .XOUl'll (»l" K.V(;LAM) IVSTITITK [Vol. Ixvi.

The Pkesident (Mr. T. V. (ireeiiei), in moving the adoption
of the Report, called attention to the fact that during the past
year the income had exceeded the expenditure by £426 9s., and
the Council were of opinion, so far as they could foresee, that the
current year would show an equally favourable result. In these
satisfactory financial circumstances it was felt that the Institute
was well able to assist in some way the meritorious work by
which aid was being rendered to our wounded soldiers, and it
had been agreed at the Council meeting that day that he should
recommend to the members at their annual general meeting that
the Institute sliould subscribe the sum of £200 to the fund which
was being raised by Mr. H. Dennis Bayley for the Red Cross
Motor Ambulance Service. He had pleasure in including that
recommendation in his motion.

Mr. JoiinH. Merivale (x'Vcklington), in seconding the motion,
said that he had had considerable experience of the extra-
ordinarily good work that was being done by the Red Cross
Society. No doubt they knew that the number of deaths from
disease was exceptionally low in this war as compared with
former wars, and that was largely due to the great care which
was being taken of the' wounded by the St. John Ambulance
Association and the Red Cross Society. The Institute had the
money, and he thought they could not do better than aid this
good work. There was no doubt that the number of wounded
would be even greater as the war went on, and the Red Cross
Society would require more money in the future to carry on
their work.

Mr. J. W. Fryar (Eastwood), in supporting the recom-
mendation, was of opinion that the Institute could not devote
its money to a better purpose. He was sure that in giving
financial assistance to the Red Cross Society the money would
be well spent, and that the wounded would receive the benefit of
it.

The motion, coupled with the recommendation, was unani-
mously carried.

1915-1916.] DISCUSSION — COAL-MI.VIXG IN PENNSYLVANIA. 13

ELECTION OF REPEESENTATIA'ES ON THE COUNCIL
OF THE INSTITUTION OF MINING ENGINEERS,
1915-1916.

The President (Mr. T. Y. Greener) moved, and Mr. Mark
Ford seconded, a resolution that the following g-eutlenien be
elected as tlie representatives of the Institute on the Council of
The Institution of Mining Engineers for the vear 1915-1916: —

Mr. R. S. Anderson.
Mr. SioNKY Bates.
Mr. VV. C. Blackett.
Mr. W. Cochran Cabr.
Mr. Allan Cordner.
Mr. Benjamin Dodd.
Mr. J. W. Fryar.
Mr. T. Y. Greener.

Mr. Reginald Guthrie. Mr. VV. C. Mountain.

Mr. Samuel Hare. Mr. R. E. Ornsby.

Mr. A. M. Hedley. Mr. Walter Rowley.

Mr. T. K. JoBLiNG. Mr. F. R. Simpson.

Mr. J. P. KiRKUP. Mr. John Simpson.

Mr. Philip Kirkup. Mr. J. G. Weeks.

Mr. C. C. Leach. Mr. W. B. Wilson.

Prof. Henry Louis. Mr. E. Seymour Wood.

Mr. John H. Merivale.
The resolution was agreed to.

The following gentlemen were elected, having been previously

nominated : —
Members —

Mr. John Coggin Brown, Geologist, Geological Survey of India, 27, Chow-
I'ingliee, Calcutta, India.

Mr. George Ernest Gregson, Surveyor, Valuer, and Mining Engineer, 13,
Harrington Street, Liverpool.

Mr. Edgar Arthur Jackson, Surveyor, CliiDsley Lodge, Haydock, St. Helens

Mr. Asahiko Kar.^shima, Meclianical Engineer, c/o Messrs. Mitsui & Com-
pany, Limited, 31, Lime Street, London, E.C.

Mr. Griffith Rees Morgan, Land and Mineral Surveyor, 178, Commercial
Street, Senghenydd, Cardiff.

Associate Members —
Mr. Edward Maurice Gregson, 12, Hesketh Road, Southport.
Mr. George Arthur Gregson, 12, Hesketh Road, Soutlijiort.

Student —
Mr. Cecil Edward William Shapley, Mining Student, Santry, Clielston Road,
Torquay.

DISCUSSION OF MR. SAMUEL DEAN'S PAPER ON
"COAL-MINING IN THE STATE OF PENNSYL-
VANIA, UNITED STATES OF AMERICA."*

Mr. Eugene B. Wilson (Scranton) wrote that in the third
line of the fifth paragraph of his remarks on page 538 of Volume
XLIX., " Potsdam Sandstone" should read " Pocono Sandstone."

* Trans. Imt. M. E., 1914, vol. xlviii., page 367 ; and 1915, vol. xlix. , pages
108 and 537.

14 TRANSACTIOXS—TTIE XORTH OF F.XGLAXD IXSTTTUTE. [Vol.lxvi.

DTSCTTSSION OF ME. C. W. CHATER'S PAPER ON
"MINING IN BURMA."— PART I.*

Mr. ^. CoGGiN Brown (Geological Survey of India, Calcutta)
wrote that Mr. Chater's paper was an interesting and useful sum-
mary of the past and present position of the more important
mining industries of Burma, gained largely from personal
experience. It was particularly pleasing to note the author's
recognition of the fact that so many of the failures in the province
had been brought about in the first place by the neglect of local
financiers to seek good advice, and in the second by entrusting
operations to men with little or no experience of mining. This
was undoubtedly true to a very great extent, and the sooner it
was understood both by the profession and by the general public
the better it would be for the industry. He had no remarks to
make on those portions of the paper dealing with his (Mr.
Chafer's) observations, but as one sharing his desire to see a
systematic exploration of such mining fields as were really
deserving' of attention, he would like to offer a few suggestions
on some of the other localities.

In the first place, it would have been more cautious to wait
until the gravels of the Uyu or Uru River had been sampled and
valued before making the statement that they might prove highly
payable. The Uyu was an important tributary of the Chindwin,
which it entered on the left bank some 4 miles above Homalin
(not Homabin). The thick gravels of this river, in the lower 40
miles or so of its course, were examined in 1912 by the late Mr.
H. S. Bion,t of the Geological Survey of India, who concluded
that the payable gravel was so intimately mixed with barren
sand, and so inconstant in character, that both had to be taken
together, and that the mass average of the material so obtained
was far too low to allow of work being carried on at a profit. Of
course, it was within the bounds of possibility that the auriferous
gravels of the upper reaches of the Uyu might turn out to be
richer; but until this was definitely proved, it was just as well
to bear in mind that there were two sides to the question.

Members might possibly gather from Mr. Chater's remarks
that jadeite only occurred in alluvial gravels along with gold,

* Tra7is. Inst. M. E., 1915, vol. xlix., page 628.

t "The Gold-bearing Alluvium of the Chindwin River and Tributaries,"
^y H. S. Bion, Records of the Geological S^irvey of India, 1913, vol. xliii., page

1915-1916.] DISCUSSION — MINING IN BTEMA. 15

platinum, and other precious luetaLs. Although the jadeite was
found as boulders both, in the conglomerates of and in the actual
bed of the Uyu River, the most important occurrences at
Tammaw were in a dyke of igneous origin, intrusive into serpen-
tine, fi'om which the jadeite was won.*

During tlie year 1918-1914 the value of jadeite exported from
Burma was £36,194. The maximum export during the last five
years was in 1910-1911, when it reached a value of £99,601, and
the average value of the exported product for the same period
was £72,265.

Mr. Chater had fallen into the common error of confusing
jadeite with true jade (nephrite) ; the latter mineral had never
been found in Burma. He agreed with the author that the intro-
duction of European methods would add considerably to the out-
put, but whether the Chinese market would absorb a largely
increased supply at present prices was a matter open to dis-
cussion.

Having recently spent six months at Bawdwin and in the
surrounding country, he could confirm Mr. Chafer's statements
as to the great extent and comparative richness of the lead-silver-
zinc lode recently discovered there. This deposit occurred as a
replacement in rhyolitic tuffs, and not near the contact of a
felspathic country-rock with rhyolite.

It would be better if the location of the mineral deposits
described had been more accurately shown.

Finally, Mr. Chater deserved the thanks of the members for
drawing attention to a most promising mineral-producing area ;
but the vriter could not help thinking that the paper, interesting
though it was, would have been greatly increased in value by
references to the very voluminous literature on the subject which
already existed.

Mr. Samuel Crawshaw (Tavoy, Lower Burma) wrote that
Mr. Chafer's paper was both interesting and instructive.

The reason given for the so-called " failures " of the numer-
ous undertakings which had been floated from time to time was
only true in part. The people sought " good advice," but,
owing to the want of qualified metalliferous mining engineers,

* "Jadeite in the Kachin Hills, Upper Burma," by A. W. G. Bleeck,
Records of the Giologlca', Survey of India,, 190S, vol. xxxvi., page 254.

10 TUAXSAfTTOXS -TUK NORTH OF KXCJLAXD IXSTITUTE. [Vol. Ixvi.

they fell iuto the hands ot tlie self-constituted '' mining expert "
mentioned by Sir Thomas Holland in his Presidential Address to
the Manchester Geolof?ical and Mining Society in 191-'',,* and the
undertaking- came to grief, to the detriment of the Province and
to the loss of tlie shareholders. So far as liis (the writer's)
experience went, tlie failures in Tavoy had been due to bad
management.

He could confirm the author's statements as to the present
unsatisfactory state of wolfram-mining in the Tavoy district.
That was due to the want of Government control, and the indis-
criminate issue of the so-called " Certificates of Approval,"
without which no person could take up a mining concession.
The local Government was doing its best to remove the obstacles
which in the early days it had set up, but what was urgently
required was a revision of the present mining rules.

The question of transport was the most important at present,
and, owing to the war, the hopes of the writer in the Public
Works Department programme had been shattered, as no money
was to be spent on roads. The rock-drill plant mentioned as
being set up at the Hermyingyi Mines had cost more to trans-
port it 24 miles than the actual cost of the plant in Tavoy, and
this along so-called '' roa'ds."

DISCUSSION OF MR. H. AV. G. HALBAUM'S PAPER ON
"THE WINDING-DRUMS OF PRACTICE AND OF
THEORY; WITH NOTES ON FACTORS OF SAFETY
AND ECONOMY OF WINDING-ROPES. "t
Mr. T. Campbell Futers (Monkseaton) said that Mr. Hal-
baum had no doubt performed a useful service in drawing atten-
tion to a matter which, though perfectly well known, was one
about which few people troubled themselves. At the same time,
in his (Mr. Futers') opinion the harm resulting from the lateral
friction of properly-greased winding-rt)pes was not so great as
might be imagined, and there were at present many hundreds
of ropes which coiled quite satisfactorily on plain parallel
drums. Where difficulty had been experienced, the conical drum
had been installed more as a makeshift to overcome what was
regarded rather as a nuisance than as a mechanical difficulty ; but

* Trans. Innt. M. E., 1913, vol. xlvi., page 339.
f Ibid., 1915, vol. xlix., page 557.

1915-1916.] DISCUSSION — WINDING-DRUMS. 17

whilst it obtained the object aimed at, it did not entirely remove
lateral friction, because the conical drum became, so to speak,
a fleeting pulley ; and he thought that the same conditions would
apply in all conical drums, even those designed according to
Mr. Halbaum's rules. Ropes would coil evenly on plain parallel
drums without serious lateral friction, if the engine were placed
far enough back from the shaft, so that the angle of rope-travel
would not exceed 2 degrees on either side of the centre-line of
the pulley. Where these conditions could be obtained, or where
it was desired to eliminate entirely lateral friction, the proper
remedy and the only perfectly satisfactory one was to screw-cut
the drum. In his opinion it would pay to screw-cut every drum,
and he could not imagine why this perfectly simple and well-
known method of guiding a winding-rope, in which every coil
was properly bedded and supported, was not more generally
adopted .

With regard to the Koepe and AVhiting systems of winding,
so strongly advocated by Mr. Halbaum, the chief trouble with
the latter was the heavy deterioration of the ropes, due to the
excessive bending stresses. This system was in use, he believed,
on both the Edinburgh Tramways and the Glasgow and District
Underground Railway, and in both cases he understood that the
wear on the rope was very heavy. The system was also used for
underground endless-rope haulage, and was much more suitable
for that class of work, as the strain upon the rope was more
constant and continuous. In winding, the rope had frequently
sudden strains put upon it, varying from a maximum to zero,
and it was really this condition that was responsible for all rope
troubles. The harder the steel was from which the rope was con-
structed, the more quickly the deterioration took place. In this
country, at any rate, owing to legal requirements in regard to
the capping of ropes and the provision of keps, it was very
unlikely that either the Koepe or the Whiting system would be
used to any extent. In Germany the Koepe system was certainly
used, but mostly in connexion with electric winders, for which,
owing to the more even turning movement, it was much more
suitable than with a steam-engine. The reasons for and against
the use of sheave-winders were very fully dealt with in chapter
iv. of " Winding' Engines and Winding Appliances," by Mr.
George McCulloch and himself, and these might be of interest
to Mr. Halbaum, but were too lengthy to recapitulate here.

TOL. LIVI.-1815-1916. 2 E

18 TRANSACTIONS — THE NORTH OF EN(iLAXD INSTITUTT:. [Vol.lxvi.

The only way to wind minerals in a vertical shaft, with the
maximum economy of steam and with the least wear and tear
on ropes and machinery, was to lift as heavy a net load as possible
at as slow a rate as the required output in the given time would
permit. Speed was a huge mistake. By speed was meant the
velocity of the cages, and undoubtedly the present legal restric-
tions and requirements in regard to winding-ropes were entirely
due to neglect of this fact. By all means let the inertia of the
drums and the moving masses be kept as low as possible; but the
effect of inertia was much more difficult to deal with in the case
of high velocities than when the speed was low. The drum
should be kept to a minimum diameter, and in cases of deep
shafts in his (Mr. Futers') opinion the very best arrangement for
preventing the angling of the rope was the Morgans traversing
engine. No other method yet suggested was its equal, and for
electrical winding it had very many advantages. Mr. Morgans
kept the diameter of the drum to a minimum, and, when winding
from a depth of 3,000 feet, it measured only 10 feet in diameter
and 21 feet in length. The rope coiling on took the place of the
rope uncoiling off the drum. Its advantages in many respects were
so undoubted that it had always appeared to him strange that
the design had so far not,been repeated. In any winding instal-
lation, in order to secure the maximum economy and safety, the
designer should aim at lifting a maximum net load of coal with
a minimum speed, and with the least possible inertia of the
moving masses. Thirty years ago the mechanics of winding were
not thoroughly understood, and the result was that winding
plants were badly designed and roughly operated. Mr. Halbaum
had not mentioned the human factor, but the type of man
employed at the handles was of supreme importance in the whole
operation of winding, especially where speed was the chief
consideration. With low speeds and heavy loads his influence
was reduced, and as the mechanics of winding were now gener-
ally well known, there was not the same excuse for faulty design
or dangerous operation. When these facts became recognized,
as they ought to be, there would not be the same reason for the
legal restrictions and requirements which existed at present.

Prof. W. M. Thornton's paper upon "A New Battery
Signalling Bell " was read as follows : —

1915-1916.] THORNTON — A NEW BATTERY SIGNALLING BELL. 19

A NEW BATTERY SIGNALLING BELL.

By W. M. THORNTON, D.Sc, D.Exg., Professor of Electrical
Engineering in Armstrong Collegk, Newcastle-upon-Tyne.

Nature of the Spark, and Limits of Igniting Power. — The
recent important Home Office Report by Dr. R. V. Wheeler, on
the risks of ignition of methane by battery signalling bells,* has
proved beyond reasonable doubt that the spark in the bell or on
the wires is a danger that must be dealt with.

Before, however, this can be done effectually, it is necessary to
know the nature of the spark and the limits to its igniting power.
Dr. Wheeler has given in his Report several ways of improving
the safety of bells and much useful information for the guidance
of bell manufacturers. The present paper is a statement of the
chief points which arise in the working of such bells, and affect
sparking ; and an arrangement is described by which danger from
the spark is prevented.

In the first place, the spark at the trembler-contact is not con-
tinuous. If viewed in a revolving mirror, it is seen to be regu-
larly intermittent; and if the current is observed by an oscillo-
graph, it is found to have the general form shown in Fig. 1.

^ \/_ ^V^ l_ \jm£-t

0\* Af/i/Cf X BREAK ^

Fig. 1. — Curve of Cxjeeent in a Battery-bell Ciectjit in Full Ringing.

In the case of an electric circuit of resistance r and inductance

JP / —Ti\

At the curve OA has the form i = -M - e ^ j, where ^ is the battery

* Report on Battery-hdl Signalling Systems as Regards the Danger of Ignition
of Firedamp-air Mixtures by the Break-flash at the Signal-wires, by R. V. Wheeler,
D.Sc, 1915.

t The inductance of an electric circuit is defined as the number of lines of
force which are linked with the circuit when unit current is passing through the
wires. It is measured in henries.

I'O TRAXSACTIOXS— THE XORTII OF KXCiLAXD IXSTITUTE. [Vol. Ixvi.

voltajre, and £=-2-718, the base of the natural logarithms. EIr
is the final steady value of the current i if the circuit is closed for
a long time.

In bells this curve is modified by the movement of the arma-
ture and by eddy-currents in the solid parts of the magnetic cir-
cuit of tlio windings, and may become a straight line, as in Fig.
2.

— MAKE >^BRtAK>

Fig. 2. — Form of Ctjrrent-cttrve occasionally Fottnd.

The voltage e^ which causes the spark at the trembler-contact
is produced by the rush of magnetism out of the coils when the

di
current is broken. It is, in fact, L-^., where L is the self-induc-
tion and dijdt the rate of break of the current. When L is
in henries and dildt in amperes per second, L dijdt is the voltage
on the spark. At the moment of break the battery voltage is all
absorbed in the resistance, and does not affect the initial value of
e«. The gap-voltage as observed is that shown in Fig. 3; after
the spark has ceased, the voltage across the spark-gap is that of
the batterv alone.

BATTERY VOLTAGE

TIHEt

MAKE

BREAK — MAKE »^ BREAK >-

Fig. 3. — Voltage across Spark-gap at Trembler-contact.

In good bells the time of break is found to be about half that
of make, and the maximum voltage v is about ten times that
of the battery e. The spark at the trembler-contact is a series of
ordinary break-sparks of short duration, in which both current
and voltage are greatest at the instant of break.

1915-1916.] THORNTOX A NEW BATTERY SIGXALLIXG BELL.

Now, the ig-niting power of an electric break-spark depends on
the voltage with which it is associated. It has been shown that
the product of these is roughly constant,* as in Fig. 4.

When the voltage is high, a small current becomes danger-
ous, and the degree of danger increases with the inductance in
the circuit. With single continuous-current break-sparks on a
20-volt battery circuit, 0"5 henry causes ignition of the most
inflammable mixtures of illuminating gas with a current of 0"5
ampere, t

Another factor of great importance is the duration of the

spark. It is clear
from the curves of
Figs. 1, 2, and 3
that the duration
of the high voltage
is small compared
with the period of
the bell. Measure-
ments of curves
taken show that it
is sometimes as
low as a fiftieth of
the period, so that
in a bell ringing
twenty times a
second the time of
high voltage is a
thousandth of a
second. So short
a duration is less favourable to ignition than an ordinary non-
inductive break-spark, and this may account to some extent for
the rarity of accidents in coal-mines which might have arisen
from bells.

di
The power w of the bell-spark — that is, the product Li-r. of

volts and amperes in it — is given in Fig. 5, and is seen to be even

CIRCUIT VOLTAGE

Fig. 4.— Charge of least Igniting Current with
Voltage in a Non-inductive Continuous-
current Circuit.

* See "The Ignition of Coal-gas and Methane by Momentary Electric Arcs,"
by Prof. W. M. Thornton, Trans, hist. M. E., 1912, vol. xliv., page 145, and
figs. 2 and 3, pages iSO and 151.

t Ibid., fig. 5, page 154.

TIUXSACTKINS

TlIK NOUTll OF KX(iLAXl) INSTITUTE. [Vol. Ixvi.

less imitorm tliau the voltage. As shown in Fig. 4, the ease of
iguitiou of a given mixture by break-sparks, as measured by the
product Li, is approximately constant. So long as lo does not
reach the critical value, the bell is safe. In order to keep iv low,
it is advisable to make the product Li as small as possible, for the
speed of break depends to a great extent on the mechanical design
and setting of the bell.

Measm-ements of L have been given in the Home Office Ee-
port, and have since been found to reach the high value of 1
henry. There is an upper limit to the current, depending on the
kind of battery used. It may be taken that signalling currents
range on an average between 01 and 05 ampere, and the value of
Li from 005 to 01. There is no limit to the number of turns

TIHE-t

MAKE '^- BREAK ^ MAKE r

Fig. 5. — Volt-ampeees of Teembler Spaek.

on the bell, that is, to the self-induction L. Expressed in terms
of dimensions, L = ^irT"\R, where T is the number of turns on the
windings and i? the reluctance of the magnetic circuit, which is
equal to the average length of the magnetic lines of force divided
by the sectional area of the core and by its magnetic permeability.
The air-gap has a greater reluctance than the iron of the magnetic
circuit.

The total energy of the break-spark is \ Li- = „ — . It

therefore 'varies as the square of the amperes and turns on the
coils for a given magnetic circuit. For a given number of

ampere turns it varies inversely as jR = -j-, where, since the air-

gap has much greater magnetic resistance than the core of the
coils, I is the double length of the air-gap, A the mean area of the
magnetic field in the gap, and /«, = 1, when / and A are in centi-
metre measure.

1915-1916.] TIIOENTOX — A NEW BATTERY SIGNALLING BELL. 28

The product Li is the number of lines of force iV linked with
the coil-windings. N only affects the spark when changing, for

g, = -jp = L -r. Li= — o — ^> «iid is, therefore, proportional

to the current and to the square of the turns.

A mo ^•

The voltage e^ = — ^ — • j. The speed of break depends so

much on the mechanical adjustments that it is the least definite
of all the important factors in sparking. For a fixed setting
it is nearly proportional to the current broken. Writing

-J = ki, the result is e^ = — ^— ?', following the same law as Li.

The Influence of Resistance. — How does sparking depend
upon the working resistance in the circuit? The greater the re-
sistance r, the greater is the drop of voltage in the wires for a
given current, and the less of it there is for the gap while the cur-
rent lasts. The equation of the current in the bell at break may

E -'hi
be written ^ = — c x , where r-^ is the resistance after break,

including that of the spark. From this w= ~, and the resis-
tance of the spark r^, which is ?i — r = r f ^ — Ij. The resistance

of the spark is not independent of the current in the circuit, but
it is clear that the greater is the resistance r of the circuit the
smaller is the sparking voltage e^ for a given size of spark. Ee-
sistance in the battery or line, or bell-windings, therefore,
diminishes the igniting power of the spark. Wet Leclanche
cells having a higher resistance than dry cells are from this point
of view safer. To ring over a long distance is safer than over a
short distance, because the ratio r^^jr is less for the same ringing
current.

From observed values of e^ the resistance of the spark at break
can be found. A common ratio of CslE is about 10. Thus if
r = 6 ohms, r.s = 54 ohms at the moment of break. This rapidly
increases as the spark is drawn out and breaks.

Resistance Inserted Across the Spark-gap. — For the purpose
of preventing ignition of gas by a signalling bell, the first sug-
gestion is to bridge the spark-gap by a resistance, but this may
be in practice a positive danger, for by it a large part of the

2i TIIANSACTIDXS— THE NORTH OF K.V{;LAXJ) INSTnTTK. [Vol. Ixvi.

energy of the spark at the trembler is handed on to the signalling
point on the ivires. These wires are near the roof, and there is
probably more risk of inflammable mixtures being formed there
than at a bell in a hanlage-house. AVhen the gap is bridged,
there is no free gap at a, but tliere is at h, and it has been shown
by Mr. C. P. Sparks,* and also by Dr. Wheeler, that there is
daiiger of ignition there equal to that at a under normal working
conditions (Fig. 6).

Fig. 6. — Shunt Eesistance aceoss Spark-gap diminishes Spark at a, but

INCREASES THAT ON LiNE AT b.

Resistance in Parallel u-itJi the Magnetizing Coils. — When,
however, a suitable resistance is placed across the terminals of the
coils, and the gap left uubridged, a break there gives rise to a
spark of much less magnitude. The resistance r^ may be always
connected (Fig. 7), or it may be so arranged that it is joined up

v--\.

vmwm

Fig. 7. — Eesistance across Magnet-coils suppresses Sparks both at

a and at h.

^hHh--]h

muwm

^\.

Fig. 8. — Resistance connected at c just before Break at a.
Journal of the Institution of Electrical Engineers, 1915, vol. liii., page 389.

1915-191().] THORNTON — A NEW JJATTERY SIGNALLING BELL. 2o

b}- the movenieut of the armature just before break (Fig. 8), so
avoiding the small current which passes through r^ continually
while the bell is ringing. The value of ra, so as to give the best
results in practice, is found to vary from 20 to 150 ohms, de-
pending on the design of the bell.

This resistance provides a path for the " extra current " at
break. In other- words, the voltage e^ at the gap is checked at
the moment when it begins, for the cuiTent and magnetism in the
coils die down slowly instead of being broken suddenly. Oscillo-
graph records such as those illustrated in Fig. 9 show that the
voltage across the gap never rises above the battery volts, and the
igniting power of the spark is reduced, or the factor of safety
increased, by at least 4 or 5 to 1 ; and by 10 to 1 if the voltage
only is considered.

The effect of the suppression of the sparking voltage is very
marked. It is possible to work any bell in full ringing in the

BATTEPy VOLTAGE ONLV

MAKE -< BREAK

Fig. 9. — Voltage across Spark-gap when Resistance is connected, as in

Figs. 7 or 8.

most inflammable mixture of illuminating-gas and air without
igniting the mixture while the shunt path is connected. Ignition
occurs the moment that it is disconnected. By having a scraping
contact in the box, it can be shown that the same increase of
safety is obtained on the signalling wires as at the trembler-
contact.

When applied for the purpose of preventing ignition of
gas, there is another important point to consider which is not
well known. It is only within the last five or six years that the
currents which will ignite gas have been determined, and it is
only as a result of long and laborious trials that one is able to say
by inspection whether or not a certain spark will ignite gas.
When the use of a resistance across bell-coils (and not across the
gap) was first tried by the author in discussion with his colleague,
Mr. W. W. Firtji, who had suggested shunting the gap, he was
able to say from previous work — of which accounts have been
given to the Institute — that from its appearance the nature of

THANSACTIONS^ THE iVoRTH OF ENGLAND INSTITUTE. [Vollxvi.

the spark was completely cliauyed, and tliat ignition would not
occur. This was soon verified by enclosing the bell in a large
explosion-box, and the method has never been found to fail.
The device does for electric signalling bells what gauze does for
a miner's safety-lamp : so long as it is in normal action, ignition
cannot occur.

This arrangement, which was first demonstrated at the
Senghenydd enquiry, although it greatly diminishes wear at the
sparking contacts, does not appear to have ever been used on
electric bells, although Mr. H. R. Ivempe* recently states that
the principle is well known to telegraphists. It has the advantage
that it can be fitted to any existing bell, so making it incapable
of igniting the most inflammable pit-gas.

The author ventures to submit the device to the consideration
of those concerned with the management of coal-mines, as a con-
tribution to the safety of underground working.

After reading his paper, Prof. Thornton carried out a
number of experiments with an explosion-box and an oscillo-
graph.

Mr. H. E. Kempe (Betchworth, Surrey) wrote that, in regard
to " The Influence of Resistance," he thought that when Prof.
Thornton stated that " Resistance in the battery or line, or
bell-windings, therefore, diminishes the igniting power of the
spark," he did not sufficiently define what he meant by " resist-
ance ijQ bell-windings." High resistance covild be obtained by
winding the electromagnet with a great number of convolutions
of wire, but this, while giving the bell a high resistance, would
also give it a high inductance, which was certainly not desirable,
unless the electromagnet was shunted, which, at this part of the
paper. Prof. Thornton did not seem to suggest.

He (Mr. Kempe) did not consider the arrangement suggested
in Fig. 8 was at all good. It introduced three contacts in the
place of one, and the amount of current which such a device
saved was insignificant, as the proper resistance for the shunt
would be ten times that of the bell-coils which it shunted.

He thought that Prof. Thornton should, when speaking of the
shunt as a "suitable" resistance, have pointed out that

* Electrical Recitw, 1915, vol. Ixxvi., page 886.

1915-1916.] DISCITSSION — A NEW BATTERY SIGNALLING BELL. 27

" suitable " included " double winding " ; also it would have been
better to have stated that the value of the shunt should be about
ten times the resistance of the coils that it shunted, rather than
to have made the rather indefinite statement that the value might
be from 20 to 150 ohms. The "ten-times" value was the one
adopted by the Post Office for all local apparatus, such as
sounders. The object of the shunt was to get rid of sparking at
the relay contacts ; such shunts had been in use for the last 30 or
40 j^ears.

With regard to the statement that the shunt device had never
been used on electric bells, this statement was, he thought, prac-
tically correct, the necessity for such shunting not having
hitherto arisen. He might mention, however, that the Post
Office had arranged some time ago to fit a number of bells for a
special purpose with spark shunts (bell-coils, 100 ohms ; shunt,
1,000 ohms), and he believed tliat these were being installed.
The bells were rather large, and were to be worked from relays.

The use of bells shunted to prevent gas-ignition was novel,
and should be made compulsory. "Double winding" of the
shunts should be specifically mentioned in the specification of
such bells.

Dr. R. V. AViiEELEE, (Eskmeals) wrote that it was a great
regret to him that he was unable to be present at the meeting and
express in person his admiration of the manner in which Dr.
Thornton had presented the theory of the common form of
battery-bell. The paper should give valuable information to bell-
makers as to the manner in which they could improve both the
ringing efficiency and the safety of bells.

He had had the pleasure of examining a bell fitted with this
device for preventing sparking, and could testify to its efl&ciency.
The tests were referred to in his Report to Sir Richard Redmayne
in connexion with the Senghenydd Colliery explosion, where it
would be seen that no ignition of an 8'5-per-cent. methane-air
mixture could be obtained with a battery of 24 wet Leclanche
cells (current on closed circuit, 10 ampere; voltage on open
circuit, 34"5).

There was, however, a jjractical disadvantage attaching to
the use of any device for preventing sparking which involved a
circuit other than the ringing circuit. If the additional circuit

28 TUAXSACTIONS TllK NOlMII OF EXCiLA.N'D IN'STITITK. [Vol.lxvi,

should by soino iiiiscluince become broken, the bell would become
unsafe, and yet continue to ring. For this reason he (Dr.
AVheeler) favoured any device which, though not theoretically
as efiicient as Prof. Thornton's, formed an integral part of the
ringing circuit, and could not be separated from the bell without
destroying it.

The problem of obtaining a sate system of underground
signalling without eliminating bare wires (which it was
expedient to retain for the sake of their convenience) presented
several complications, but the difficulties were certainly not
insuperable. He hoped that, as a result of the investigation
now being conducted by the Home Office, several methods alter-
native to those already outlined in their recent Report would
emerge.

Mr. W. C". MorxTAix (Xewcastle-upon-Tyne) said that the
experiments which they had seen were conclusive evidence that
Dr. Thornton had practically produced a bell which appeared to
be almost free from the risk of causing' an explosion. So far as
the formulae given and the paper itself were concerned, prob-
ably those were of more interest to scientific men, and men con-
nected with electrical work ; but, as a practical mining man,
he thought that Dr. Thornton had overcome any danger there
might be with a bell working in an explosive mixture. It
seemed to him that the application of the device was needful,
and moreover it was produced at very small expense. The cost
of a bell fitted with Dr. Thornton's device was little more than
the cost of the present ordinary commercial bell, and there-
fore was of considerable value. If he had produced an article
on a more elaborate scale, one would have been doubtful as to
its useful application ; but seeing that it could be produced at
little expense, it should find considerable use. He was not
making these remarks because he thought that the device
should be made compulsory : the use of this class of bell should
be determined by the prevailing conditions in each colliery,
rather than be made generally compulsory.

Mr. John H. Merivale (Broomhill) said he understood that
in his apparatus Dr. Thornton put in a resistance, and part of
the energy which would otherwise go to cause the spark was
absorbed by this resistance; if that was so, one would fancy

1915-1916.] DISCUSSIOX — A XF.W BATTERY SIGXALLIXG BELL.

that a decrease in the battery power would have tlie same effect.
He asked Dr. Thornton whether this assumption was correct?

Dr. TiiORXTOx replied that the device niipht be simply ex-
plained by hydraulic analogy. Everybody knew that the
sudden closing of a cock on a water-main caused water-hammer.
This could be prevented by providing a bye-pass across the cock
consisting of a veiy small-bore water-pipe, the effect of which
was to prevent entirely the sudden rise of pressure and knock
that followed from it.

Mr. H. W. Clothier (AVallsend) wrote that the addition of
a small non-inductive resistance to all bell-coils seemed to be an
obvious and at the same time a very effective method for elimina-
ting risks of dangerous open sparking on bell-circuits. He had no
doubt that, if the danger had been realized earlier, something of
the kind would have been standardized before now. The prin-
ciple was well known, not only to the telegraphist, as stated by
the author, but also to the power-station engineer, with whom it
was universal to use non-inductive resistances in conjunction
with generator field-switches. In this case, owing to the large
amount of self-induction on the held-coils, the sparking on the
switch-contacts was found to be very vicious, and. what was
perhaps more serious, the excessive voltage caused by a sudden
break was apt to pierce the insulation.

One warning note he would sound, and that was in regard
to the reliability of the electrical connexions. Seeing that the
spark was dangeraus with ordinaiy bells and safe with the
addition of the shunted resistance, a great responsibility rested
with the latter, though only an insignificant part in the bell : a
loose or bad connexion might prove to be its undoing. In bell
mechanism these parts were "out of sight." He would be very
reluctant to trust a metal-to-metal make-and-break contact for
the shunted resistance circuit as shown in Fig. 8. It would be
too easy to put it out of action by accidentally bending some
little spring or other. A little dirt across the contact-surface
would also have the same deleterious effect.

The general principle was excellent, provided that it could
be relied upon to be always in operation, and there should be
no difficulty in this if the system in Fig. 7 was used, and steps
were taken to make it impossible to connect up the coil without
the resistance.

30 TRANSACTIONS— THE XOHTII OF F.XGLAXI) IXSTITTJTE. [Vol. Ixvi.

Perhaps tlie surest way would be to make a strong sweated
connexion to the actual wire of the coil, so that the resistance
could never be disconnected unless the coil-circuit was also
incomplete, when no harm other than the non-ringing of the
bell would result.

He thought that it would improve the paper if the amounts
of currents and voltages were shown on Figs. 3, 4, and 5.

Dr. Thorxtox said that he was glad to have heard the re-
marks of Mr. Kempe, who was the consulting electrical engi-
neer to the Post Office. He thought it would be understood
from the earlier part of the paper that inductance was the chief
cause of the trouble, and was to be avoided. High resistance
obtained by winding the coils with brass wire, had a distinct
effect in suppressing the spark, as shown by Dr. Wheeler.
Since it was the effect of inductance which had to be overcome, it
was not sufficient to make the shunt always the same multiple
of the resistance. It was no doubt satisfactory where the type
of coil and magnetic circuit was always the same, but in bells
these varied so much that it did not cover every case, and he
had found the difference between Cjuick and slow-ringing bells
sufficient to make it unreliable as a preventive of ignition under
working conditions. Each bell or type of bell should be tested
in explosive mixtures. "Without some such test it was only
possible by experience of the igniting power of sparks to say
whether even the small spark obtained after fitting the shunt
was safe or not. He gathered that the Post Ofiice had decided
to fit the bells mentioned by Mr. Kempe with non-spark shunts
after attention had been directed to the device in the paper at
the Senghenydd enquiry. All electric battery -bells were
improved by its use. and the patent covered its application to
electric bells for the prevention of wear at the sparking contacts.

Dr. Wheeler in his very kind remarks had raised a
possible objection to the device, and had stated that there
should be some device to prevent sparking which formed
an integral part of the ringing circuit and could not be
separated from' the bell without destroying it. No doubt that
would be ideal, but here they had what was equivalent to a
naked miner's lamp, round which was put a gauze, and
they staked their lives on that gauze, although if the gauze

1915-1916.] DISCUSSION A NEW BATTERY SIGNALLING BELL.

broke an explosion might result. In order to combat the
danger of the gauze or of the glass breaking, frequent inspec-
tions were made. Inspection holes could be arranged on the
front of bell-boxes for frequent inspection in order to see that
the spark was riglit, although he could not see why the shunt
should break or become disconnected any more than the bell-
windings.

He was also glad to hear Mr. Mountain's remarks. Person-
ally, he thought that there was not a great risk from ignition
by bell-wires, but they could not take any risk whatever. If
the smallest risk could be overcome, it was the wisest plan to
overcome that risk, especially when it could be done at a small
cost — a mucli smaller cost tlian the initial cost of the bell itself.

In reply to Mr. Clothier, he agreed that the non-sparking
bell was a new application of an old principle. "\¥hat rather
surprised him was that bell-makers had not thought of using it
before, not only for relays where, as in the Povst Office, it had
been used, but on ordinary bells for the preservation of the
sparking contacts. The sweating of the ends of the bell-winding
and shunt together, as Mr. Clothier had suggested, would be the
surest guarantee against any possible disconnexion due to bad
fitting.

The President (Mr. T. Y. Greener) proposed a vote of
thanks to Dr. Thornton for his paper. He (the speaker) was
not an electrician, and could not criticize the paper, but the
device appeared to him, as a practical man, to be a step forward.
It might be true, as Dr. Wheeler had stated, that accidents
might conceivably take place by reason of the fact that electric
bells as at present constructed were unsafe ; but, after all,
during past years they had been employing bells which had no
such protection as that referred to ; but if this bell was an
improvement on the old bell and was distinctly safer, as they
had seen that it was by actual demonstrations that day, then
whether it was ideal in its present form or not, it was certainly
much safer than the bells wJiich they were using. It could not
be said that the present system was unsafe, because so far as he
was aware, no explosion had been traced to a bell ; but as sensible
people they were bound to take advantage of this device if it
rendered the system of signalling still safer than it was at
present.

32 TTIAVSACTIOXS- TIIK XORTTI OF F.Xr.LAXI) IXSTTTFTE. [Vol. Ixvi.

Mr. W. (". Mor.vTAix siMondcd llio vote of tliaiiks, whicli
wji.s licnrtilv ciiiried.

The Pkksidext (Mr. T. Y. Greener) moved, and Mr. J. G.
Weeks seconded, a vote of thanks to the Scrutineers for their
services, and tlie resolution was carried unanimously.

Mr. T. Campbell Fitters proposed, and Mr. N. B. Ridley
seconded, a vote of thanks to the President, Yice-Presidents,
Councillors, and Oificers for their services during the past year,
and this resolution was cordially adopted.

Mr. Frank Coulson proposed, and Mr. J. Kenneth Guthrie
seconded, a vote of thanks to the representatives of the Insti-
tute on the Council of The Institution of Mining Engineers
for their services during the past year, and the resolution was
carried unanimously.

1915-1916] STMPSOX I'EESEXTATIOX OF EXGRAVIXGS. 8S

THE XOETH OF EXGLANU INSTITUTE OF MIXING AND
MECHANICAL ENGINEEES.

GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastle- cpox-Ttne,

OcroBER 9th, 1915.

Mb. T. Y. GREENER, President, in the Chair.

The Secretary read the minutes of the last General Meetings
and reported the proceedings of the Council at their meetings on
August 21st, September 25th, and that day.

The following gentlemen were elected, having been previously
nominated : —

Member —
Mr. Edward Carl Joachim Meyer, Mining Engineer, P.O. Box 57, East
Rand, Transvaal.
Associate —
Mr. Ernest Hughes Suggeit, Colliery Under-iuanager, The Villas, West
Rainton, Fence Houses.

EEMAEKS ON THE MINEE'S "SAFETY-LAMP" ON
THE PEESENTATION OF POETEAITS OF THE
INVENTOES BY JOHN BELL SIMPSON. D.C.L.

As this year was the centenary of the invention of the so-
called " safety "-lamp by Sir Humphry Davy, and about the
same time of the Clanny and Stephenson lamps, it seemed to him
that it was a fitting opportunity to review the great advantages
which had accrued to this country by the development of its coal
industries and by the increased security of the miner'.s life in
consequence of these inventions.

He might say that the annual output of this country, 100

VOL. LXVI.— 1915-1916.

84 TKA.NSAn IONS I UK \(tKriI OK KN(.IJ-\.\I) INSTITITK. [Vol. Ixvi.

years ago, was nut iiioic than '21 millions of tons, while now it
had reached the enormous total of 280 millions. Evidently the
present output could not have been reached if the safety-lamp
had not been invented. The railway system oould never have
been developed as it had been if this lamp had not been invented,
an invention which also <>ave an impetus to otiier industries and
enabled man}' new ones to be introduced.

A few years ag'o (in 1891), in a Presidential Address which he
had delivered to the Institute, he had g-iven a brief account of the
introduction of the safety-lamp, and he now proposed to quote
a few extracts therefrom.

He had mentioned that The North of England Ins'ltute of
Mining- and Mechanical Engineers, which was founded in 1852
after the serious loss of life caused by an explosion at Reaton
Colliery, had as one of its chief objects " to meet at fixed times
to discuss the means for the ventilation of collieries, for prevent-
ing- accidents, and for general purposes connected with the win-
ning and working of collieries." He had added that in 1813 a
society for preventing accidents in coal-mines was formed after
a serious explosion at Felling Colliery, in which there had been
great loss of life. The Duke of Northumberland was the Patron
and Sir Ralph Milbanke- its President. It was also under the
patronage of the Man^uess of Bute, the Bishop of Durham, Lord
Percy, Sir Matthew White Ridley, the Rev. Robert Grey, Dr.
Clanny, John Buddie, Matthias Dunn, the Rev. J. Hodgson
(who was the Honorary Secretary), and many others.

Mr. John Buddie, at the request of the Society, in 1813 made
a report to them explaining the condition of mining, etc. He
concluded his report in the following words : —

" On the streugtli of my own experience .... I freely hazard my opinion
that any further application of mechanical agency towards preventing explo-
sions in coal-mines would be ineffectual, and therefore conclude that the hopes
of this Society ever seeing its most desirable object accomplished must rest
upon the event of some method being discovered of producing such a chemical
change upon carburetted hydrogen gas, as to render it innocuous as fast as
it is discharged, or as it approaches the neighbourhood of lights. In this
view of the subject, it is to scientific men only that we must look up for
assistance in providing a cheap and effectual remedy."

At this time the Rev. J. Hodgson and some of the mem-
bers of the society and others fortunately appealed to Sir
Humphry Davy, giving him an account of the great loss of life
which was so frequently taking place in coal-mines. They were

1915-1916.] SIMPSOX PRESEXTATIOX OF EXGRAVIXGS. 35

successful in inducing liim to visit Xewcastle to gain some know-
ledge of the conditions under which inflammable gas was found
in underground workings.

Davv visited the north in 1815, and had several interviews
with Mr. Hodgson and others, and Hodgson introduced the
illustrious visitor to Mr. Buddie, who had charge of many col-
lieries. They visited several of the dangerous mines in the
north ; Mr. Buddie assisted Davy in the investigation of the
conditions of mining, and pointed out the necessity for some safe
method of dealing with inflammable gas in the working of the
mines.

When, on leaving, he said to Mr. Buddie, from whom he had
got all the information that he wanted. " I think I can do some-
thing for you," Mr. Buddie looked at him with considerable
doubt.

However, within a few months, Davy did produce a lamp
which was destined to make a great revolution in mining-, and to
add greatly to the development of the coal-trade.

In 1816 the Sunderland Society was apparently disbanded, as
it was thought that its objects had been accomplished by the
invention of the safety-lamp. Whatever one might think of the
wisdom of breaking up so important a society, it must be ad-
mitted that it had achieved a triumph which has seldom fallen
to any society to accomplish in so short a time ; and Mr. Buddie,
who before had expressed himself so despairingly, afterwards
wrote as follows : —

" I first tried the lamp in au explosive mixture on the surface, and then
took it into a mine, and to my astonishment and delight, it is impossible for
me to express my feelings at the time when I first suspended the lamp in the
mine and saw it red hot. If it had been a monster destroyed I could not have
felt more exultation than I did. I said to those around me, ' We have
subdued the monster.' "

Davy accompanied Mr. Buddie into some of the fiery mines,
and saw his lamj) in actual use, and was delighted; and Mr.
Buddie expressed himself as " overwhelmed with the feeling of
gratitude to that great genius which had produced it."

Mr. Buddie spoke feelingly, and his colliery diaries, which
were kept up daily and with great exactness, gave graphic details
of his own frequent hairbreadth escapes, and the difiiculties
which the viewers of those days had to encounter from inflam-
mable gas. The present generation could hardly realize the

VOL, LXVI.-lgis-iDir;. 4 E

3G TRAXS.VCTIOXS— TlIK NOKTIl OF ENGLAND IXSTITUTE. [Vol.lxvi.

(lan<>-eruus comlitions of niiniug before the invention of the
safety-lamp.

Since the time of Chuiny, Davy, and Stephenson, who were
the first inventors, their lamps liad undergone many modifica-
tions. In their day. there was great controversy between the
friends of ])avy and tiiose of Steplienson. There was no doubt
that they weie both working at the same time witli the same end
in view, but on rather different lines: Davy went into the matter
in a i)urely scientific way, and Stephenson proceeded on more
mechanical and practical lines. He (Dr. Simpson) thought that
the opinion of the late Nicliolas Wood, wlio. from his friendship
for Stephenson might have been more partial, might be accepted,
namely, that they should be considered as parallel inventors.
There could be no doubt, however, that Clanny was the first man
to produce a lamp enclosing a light which was safe in an inflam-
mable mixture. The original was not portable enough, but after-
wards he produced a lamp which, with the Davy and Stephenson
lamps, was the foundation of all the lamps now in use.

No invention since the application of steam for the draining
of our mines and for the winding of coal gave to the coal-trade,
and. he might add. to the industries of the country, so great a
stimulant.

Time would not allow him to go in any length into those diffi-
culties : but, in order to consider one of them, let them imagine

our fiery mines having to be lighted by the flickering sparks from
the old flint-and-steel mill (which sometimes produced explo-
sions), and they would easily realize how restricted the output of
coal would be.

lie would not say anything more on the subject, as two of the
members were engaged on a comprehensive history of the safety-
lamp, with an account of its improvements, which permitted of
the lamp being more properly designated a " safety "-lamp, and
thus able to cope with the additional difficulties from inflammable
gas consequent on the working of coal at greater depths.

He would also refer the members to the very extensive
remarks on snfety-lamps by the late R. L. Galloway (who was a
member of the Institute) in his Annals of Coal Mining.

Without further comment, he had now to ask the acceptance
by The ^'^orth of England Institute of Mining and Mechanical
Engineers of portraits of Davy, Clanny, and Stephenson, to hang

1915-1916.] SIMPSON PRESENTATION OF ENGRAVINGS. 37

ou the walls of the Institute, as well as a steel mill (which was
in use at Beuwell Colliery) to be placed beside them. And under-
neath each portrait, he understood that the Institute had
kindly offered to place a safety-lamp of each inventor, which they
had in their possession. He had also to present the portraits of
John Buddie. Xicholas Wood, and the Rev. John Hodgson (the
historian), who all took an enormous amount of trouble in the
introductioM and development of the safety-lamp.

The President (Mr. T. Y. Greener) proposed a vote of thanks
to Dr. Simpson for presenting the engravings and the steel mill.

Mr. -J. G. Weeks (Bedlington), in seconding the vote of
thanks, said that as a former official (under-viewer), he was
qualified by long experience to state that Dr. Simpson had taken
the greatest interest, not only in the safety-lamp, but in all
matters connected with mining. He hoped that the portraits
presented would adorn the walls of the Institute, and refresh the
memories of present and future members with the features of
the inventors of the safety-lamp, to whose discoveries the mining
community owed so much.

Dr. Simpson said he hoped that the presentation would be of
interest to the members.

Mr. T. Y. Greener delivered the following " Presidential
x\ddress " : —

38 TRANSACTIOXS — THE NORTH OF KXGLAND IXSTITUTE. [Vol. Ixvi

PRESIDENTIAL ADDRESS.

By T. Y. greener.

I have, in the first phiee, to thank you for electing me
President of the Institute. You have conferred upon me the
highest honour that the members can bestow upon one of their
colleagues. My predecessors have been the most eminent
members of the profession, and I feel some hesitation in taking
my place among that honourable body of gentlemen. I will,
however, endeavour during my term of office, with the assistance
of the Council and of the members, to do all that I can to uphold
the interests of the Institute, and to maintain its traditions and
the high standard of its scientific attainments.

The present is a very difficult time, by reason of the
European War now raging, and I am afraid that we must look
for some rediiction in the membership of the Institute. It is,
however, to be hoped that members will not allow their interest
in its proceedings to fiag, although I quite realize that their
minds must necessarily be preoccupied and full of anxieties
connected with the war. It is just a hundred years since the
Battle of Waterloo, which established the supremacy of the
British Empire on so sound a basis that the last century has
been a period of uninterrupted freedom from great wars, and of
such prosperity as was previously unknown in the history of this
country. It is earnestly to be hoped that a similar victory will
follow our efforts now, and that it will be succeeded by equally
satisfactory results. Many members of the Institute are sei-ving
their country on military and other duties connected with the
war, and are doing their part to bring about the victory for
which we are all hoping. The Institute has also added its con-
tribution to the Roll of Honour of those who have fallen in the
defence of their country.

I must thank Dr. John Bell Simpson for the very handsome
gift that he has presented to the Institute in the shape of
engravings of Sir Humphry Davy, George Stephenson, Dr.
W. Reid Clanny, John Buddie, Nicholas AVood, and the

1915-1916] GREENER — PKESIDfiNTIAL ATlllRESS. 39

Rev. John Hodg'son, and also for a Hint-and-steel mill aelually
used in Benwell Colliery. The portraits of these illustrious
men will greatly enhance the value and interest of the collection
of portraits now belonging- to the Institute, and the gift which
Dr. Simpson has just made will be much appreciated and valued
by all its members. It is in my opinion very right and proper that
the services which these men rendered to humanity and to the
coal-trade should always be remembered. They were all more or
less connected with the introduction of the safety-laiiii) into coal-
mines; without it numerous lives would have been sacriticed in
attempts to work niines which would ultimately have been
abandoned: hence the invention which they were the means of
producing has been one of the most important factors in the
development of collieries generally, and in raising the output of
the country from about 26 to 27 million tons in 1815 to its present
output of 280 million tons per year.

The earliest record of a fatal accident from an explosion of
firedamp in a British coal-mine is, I understand, contained in
the register of St. Mary's Church, Gateshead, in which it is
stated that on October 14th, 1621, the burial took place of
Richard Backas, who was burned in a pit. It is quite possible
that there may have been similar cases at a much earlier period,
because the records of coal-mining in the ]Vewcastle district go
back to the 12th or 13th centuries. In those days, however, seams
near to the surface only were being worked, which did not, as a
rule, contain firedamp, and it was not until the early part of the
nineteenth century that the presence of firedamp in mines became
a serious danger and the cause of large losses of life in collieries.
At that time the celebrated High Main Seam, which had been
extensively worked at Wallsend and at other collieries on the
Tyne, was becoming exhausted near the outcrop, and the
workings were being continued at greater depths. Large quan-
tities of firedamp were, therefore, encountered, and the
difficulty of ventilating the mines was further aggravated by
" creeps," which were constantly occurring in those days by
reason of the small size of the pillars of coal that were left.

An explosion took place in 1801 in the High Main Seam at
the "A" Pit of the AYallsend Colliery, which caused extensive
damage to the shaft and destroyed a number of lives. Other
similar explosions, accompanied by loss of life, followed, and

40 TRAXSACTIOXS THE NORJ'll OV KXl.LAND IXSTITUTE. [Vol. Ixvi.

l)ublic attention was not unnaturally diiet-ted to the matter, with
the result that tlie ((jal-owners and viewers took up the (luestion
in order to tiiid a laiiii) wliicli niig-ht safely be used in tiery mines.
Up to that time various expedients had been tried for providing
light in mines in whicdi it was not safe to use a candle, and in
Flanders fungus tinder had been occasionally used under those
conditions ; but the light was much too feeble for working pur-
poses, and was just barely sufficient to enable the pitmen to find
their way in and out of the mine. The phosphorescent light from
decaying fish was, I believe, also occasionally utilized ; but it is
perfectly obvious that none of the expedients mentioned could be
of any use for practical purposes. A more important appliance
was the flint-and-steel mill, which is supposed to have been in-
vented by James Spedding of Workington, Cumberland, in the
year 1760, who was described by John Buddie in his evidence
before the Select Committee on Mines in 1835 as the most able
pitman of his day. The light from that mill was produced by
sparks obtained by means of a steel wheel revolving against a
piece of flint. That method of obtaining light was undoubtedly
safer than a ciuidle, but explosions have been known to follow
from sparks from the steel mill, and the system had the further
disadvantage that it required the services of a lad in each
working'-place to do nothing but work the mill ; hence the system
was not only inefficient but costly.

The need, therefore, of an improved light in gassy mines was
urgent and imperative, and it was further emphasized by the
fact that on May 25th, 1812, a tremendous explosion occurred
in the Low Main Seam of the Felling Colliery, by which 92
persons lost their lives. The Rev. John Hodgson, who was at
that time Vicar of the Parish of Heworth, in which the colliery
was situated, w^as naturally very much concerned at the loss of
life among his parishioners caused by the disaster, and appar-
ently assisted to the best of his ability in obtaining relief for
the dependants of the deceased workmen, and further, by means
of correspondence and meetings, did everything in his power
to give publicity to the occurrence, with the view^ of calling the
attention of the Government to the matter, and of making sure
that steps should be taken for the prevention of similar accidents
in the future. For that purpose, a society, the object of which
was to devise means for the prevention of accidents in coal-mines,

1915-1916] GREEXER PRESIDENTIAL ADDRESS. 41

was tormed at Sunderland iu the latter part of 1813, and
although I have not been able to obtain a complete list of the
names of its members, it is clear that the Rev. Dr. Grey, at that
time Rector of Bishopwearmouth and Prebendary of Durham,
and afterwards Bishop of Bristol, Cuthbert Ellison, M.P.,
of Hebburn Hall, and the Rev. John Hodgson were among itw
most active members. The society was under the patronage of
the ]3uke of Northumberland, the Marquis of Bute, and other
distinguished colliery-owuers. I have not seen any records of
the proceedings of the society, but the chief object which
Hodgson had in view was undoubtedly the production of a
lamp which might be used safelj- in the presence of gas. He
appears to have discussed the question very earnestly and ex-
haustively with John Buddie, at that time the most eminent
viewer of his day, and to have made experiments himself with
the object of devising a safety-lamp. jN'othing, however, came
of Hodgson's experiments; but on August 21st, 1815, the Rev.
Robert Grey wrote to Hodgson the following letter : —

To the Rev. Mr. Hodgson,

He worth, Newcastle.

lilSHOPWEAKMOLTH,

Aii(ju<t 21.-;/, 1815.
Dear Sir,

Having been informed by a letter from Sir Humphry Davy that he is to
be in Newcastle on Wednesday or Thursday next, I have felt desirous that he
should have some conversation with you and Mr. Buddie on the subject of the
accidents in the collieries, that he may be the better able to furnish us with
his opinion. I have therefore written to him to express the hope that he may
see you ; and if, on the receipt of this letter, you would address a few lines to
him at the post office, Newcastle, saying where you might be seen on those
days, it might contribute to promote the objects which the Society (for the
prevention of Accidents in Coal Mines) has in view. I have written to Mr.
Buddie with a similar design. Sir Humphry comes from the North. Whether
he travels by post or mail I know not. With many apologies for giving you
this trouble,

I remain, dear Sir,

Your obedient servant,

KoBT. Grey.

In consequence of that letter, Hodgson called upon Sir
Humphry Davy on August 23rd, at the Turk's Head Hotel,
Newca-stle, and laid before him such information as he possessed
with regard to the ventilation and lighting of coal-mines, and
explained the experiments that he had made to show that the
explosive gas of mines was a mixture of common air and coal-gas
spontaneously evolved from the coal. He and Sir Humphry

42 ruAXSACTlONS — tllK NOinil of ENGLAXI) institute. [Vol.lxvi.

J)avy then proceeded to Jiuddle's house at Wallsend, and the
hitter and Hodf^'sou discussed the subject of a safety-hiinp for
mines with Sir Humphry ])avy at great length. Davy did not
consider it necessary to go down the pit, and left them with the
statement that he '' thoug-ht he could do something for them."

In the meantime, William Reid Clanny, a doctor in Sunder-
land, who was, of course, well acquainted with the coal-trade
and with the condition of the collieries in the district, had pro-
duced a lamp in which the light was enclosed in a cylinder con-
taining water, through which air was circulated to support
combustion by means of bellows. The process, however, was
too cumbersome for practical work, and the lamp never went
beyond the experimental stage. Subsequently, however, Clanny
perfected the glass and gauze lamp which bears His name, and has
been adopted as the model on which other lamps now in use are
based.

I do not propose to comment upon the steps which led Sir
Humphry Davy to the discovery of his lamp ; his experiments
and his deductions from those experiments are all fully described
in his treatise on Researches un Flattie. The experiments were,
however, so successful that before the end of 1815 Sir
Humphry Davy had produced the wire-gauze lamp w-liich bears
his name, and which lias been successfully used in coal-mines
(with various modifications) during the past hundred years.
Hodgson, Buddie, and Matthias Dunn were among the first
to try the lamp practically in January, 1816, at the Hebburn
Colliery, and Hodgson describes how it behaved in the presence of
gas in a letter to Sir Humphry Davy dated January 9th, 1810.
About the same time, George Stephenson, then enginewright at
Killingworth Colliery under the late Nicholas Wood, was also
making experiments with the view of discovering a safety-lamp,
and although he had not the scientific attainments of Sir
Humphry Davy, he apparently' arrived at very much the same
conclusion as the latter as a result of his own. observations and
experiments. It is no part of my province to enter into
the question of whether Sir Humphry Davy or George
Stephenson was the actual discoverer of the safety-lamp, or
whether (as seems likely) they were parallel discoverers. George
Stephenson's fame does not depend upon his experiments with
lamps, but upon the fact that he was the father of the railway

1915-1916] GREENER — PKESIUEXTIAL ADDRESS. 43

system and the inventor and manufacturer of locomotive engines
on a practical basis. On the other hand, Sir Humphry Davy
will always be remembered in mining circles as the producer of
a safety-lamj) whicli in its essential features is still being used in
coal-mines to-day, notwithstanding tlie fact that its details have
been considerably modified and improved.

A very acrimoniou>s correspondence was conducted about tliat
time in the Newcastle papers as to the merits of the Davy and the
Stephenson lamps respectively, and as to the time at which they
were put upon the market. Hodgson took his part in that
correspondence, and upheld the claims of hiri friend Sir Humphry
Davy. Xo further reference need be made to the matter ; the con-
flict has long since ceased, and has no interest at the present time.
I do not pro})Ose to pursue the subject of safety-lamps further, as
I understand that a paper is being written on it by two gentle-
men who .are more comjjetent to discuss it in all its bearings than
I am.

It is always a difficult matter to find a subject for a Presi-
dential Address which is not already threadbare, having regard
to the number of mining institutes in the country and the num-
ber of addresses on all manner of subjects which have from time
to time been written. In looking over the Transactions of the
Institute, however, I have come to the conclusion that I might be
able to contribute some useful information concerning the manu-
facture of coke in bye-product ovens, more especially as members
have not written largely on the subject.

The late A. L. Steavenson was undoubtedly an authority on
the manufacture of coke in beehive ovens, and he has de-
scribed in the highly instructive series of papers which he from
time to time contributed to the Institute the methods of manu-
facturing coke in those ovens, from the earliest periods of the
history of coke manufacture up to the time at which bye-product
ovens were introduced. I will, therefore, endeavour to take up
the story at the point at which he left it, and to bring it up to
date, without, if possible, entering into too much wearisome
detail.

John Percy, in his Metallurgy, alludes to the fact that in
1852 F. Jossa of Witton-le-Wear was taking- out a patent
for extracting salts of ammonia from the smoke and gases evolved

44 TRAXSACTIONS -THK XoKTIl OF KNCiL.VM) INSTITUTE. fVol. livi.

from ihe iiiamit'iiclurc of L-oke, so that it appears that at that
(•onii)araliv<'ly early period attention was being directed to the re-
covery of l)ye-products from coke-oven gases. I do not know any-
thing about the process, nor whether it was ever tried on a large
scale, but I believe not. At all events, the system was not adopted
in any coke-yard, and nothing further appears to have been
accomplished until about 1873. In that year — or thereabouts —
Messrs. Bell Brothers determined to abandon laboratory experi-
ments, and to test practically, on a fairly large scale, the nature
and iiuautity of bye-products to be obtained from the waste gases
from coke-ovens : for this purpose they treated the gases from
thirty-six beehive ovens for a period of five months or more. The
(juautities of ammoniacal liquor and of sulphate of ammonia
which they obtained were, however, so small that it was
not worth while to continue manufacturing them, and the
process was (for the time being) abandoned. It was un-
successful, not only because of the small quantity of bye-
products recovered, but also because the quality of the coke
for blast-furnace purposes was greatlj- depreciated. The
coke was soft, spongy, and full of black-ends, and the cost
of maintaining the ovens was very heavy. Steavenson
remarks that each oven required thorough repair every four
months : hence, though the scheme was not altogether successful,
valuable experience was gained which paved the way for eventual
success. Bell Brothers continued to persevere in their
endeavours to solve the problem of recovering bye-products from
waste gases, and in 1882 the Jameson oven, having been previous-
ly patented, was introduced to a small extent at their Pagebank
Colliery. The process was exceedingly simple — the coal was
coked in a beehive oven of the ordinary type, and the gases were
conducted from the back-ej-e by means of a flue connected with
a series of flues underneath the floor of the oven, similar to those
in the Dixon and Brecon oven. The gases were drawn off by
means of an exhaust-engine, and they were treated in the usual
manner for tar and sulphate of ammonia. The results were not
equal to the sanguine estimates of the patentee, but they were
not altogether unsatisfactory, and the system might have been
perfected and extended if it had not been for the fact that the
manufacture of coke in bye-product ovens was by that time fully
established on the Continent, and the first installation of twenty-

1915-1916] GREENER — PRESIDEXTIAL ADDRESS. 45

fire of such ovens was being erected by Messrs. Pease &
Partners at their Bankfoot works, together with a recovery-
plant for tar and sulphate of ammonia. The results ob-
tained by Pease &, Partners were so satisfactory that, in
the succeeding nine years, they built eighty-three additional
Simon-Carves ovens similar to the first twenty-five installed,
and more than doubled their recovery-plant and extended it
to include the production of benzol. The installation of ovens
at Peases West was ([uiekly followed by a similar installation at
Bearpark, but for some years afterwards little or no progress was
made with the extension of the system, chiefly, I believe, by
reason of the prejudice at that time current against the appear-
ance of coke manufactured in bye-product ovens. The coking
process in those ovens commences at the side walls and proceeds
laterally in both directions, until it meets in the middle, so that
there is always a parting in the coke, and the columnar structure
of the beehive coke, to which manufacturers at one time attached
considerable importance, is altogether destroyed. Further, the
coke from the retort oven must be cooled on the bench, and,
therefore, the silvery appearance which coke cooled inside tiie
oven possesses entirely disappears. Consumers, therefore, were
very difficult to persuade that retort-oven coke was in all respects
as good as beehive coke, having regard to its smaller size and
indifferent appearance. The prejudice against that coke is only
now disappearing, and I believe that even yet certain consumers
prefer to pa 3' an enhanced price for beehive coke.

About twenty years ago, however, the necessity for improv-
ing the manufacture of coke was forced upon the attention of
colliery-owners by reason of the fact that the best coking coal
in Durham was being rapidly exhausted, and that the remaining
workable seams were not capable of producing good coke without
careful washing. The effect of such washing was to remove the
free dirt in the coal, amounting in some instances to 1-3 to 20
per cent, of the produce, with the result that, whilst a clean coal
was obtained, its cost was so high that it was impossible to
manufacture coke in beehive ovens at a profit, having regard to
its comparatively small yield and to the market price of the coke.
A great impetus was therefore given to the erection of bye-
product ovens, because the manufacture of coke in such ovens
had very distinct advantages over the manufacture of coke in

46 Transactions— TiiK south of knmjlaxd institute. [Vol.ixvi.

beehive ovens. The yield was generally Hi per cent, higher
Ihaii ill (lie beehive oven, and the hye-producls from the waste
gase-s — tar, sulpiiate of ammonia, and benzol were recovered,
whereas tliey were absolntely lost in the beehive oven. The
diffteulty of iinding a market for the coke 1o a great extent
settled itself, because consumers, whether they liked it or not,
were compelled to use coke from retort-ovens, by reason of the
fact that they could not obtain sufficient supplies from beehive
ovens, hence the Drejudice against the nse of bye-product coke
has by this time almost entirely disappeared. Large numbers
of bye-product ovens were from that time onward installed in
the several coalfields, and I should think that it is more than
likely that all the coke in the country will eventually be manu-
factured in such ovens, and that the beehive oven will in process
of time be entirely superseded, as it has been in Germany.

The bye-product oven is a retort, and the recovery of the
bye-products in the most recent installations approaches as
nearly as possible the best practice at gas-works. There is a large
number of different makes of ovens, in which there are important
differences of detail, but substantially they may be divided into
two classes — those that are constructed with vertical flues, and
those that are constructed with horizontal flues. I do not
propose to enter into the consideration of the question whether
the horizontal or the vertical flue is better; there is considerable
difference of opinion on the subject, but, so far as I am aware,
the results from both descriptions of ovens are, in practice,
eminently satisfactory. The best-known types of ovens with
vertical flues tliat I know of are the Otto-Hoffmann, the Otto-
Hilgenstock, the Coppee, the Ivoppers, the Collin, and the Simon-
Carves, but there may be others with which I am not acquainted.
The original Simon-Carves oven was constructed with hori-
zontal side flues, but of recent years that system has been
abandoned in favour of the vertical flue. Of the ovens now in
operation having side flues, the best-known makes are the Semet-
Solvay and the Huessener. Installations of most of the ovens to
which I have referred are working in this country, and can be
seen by those who are interested in the subject. The general
principles regulating the manufacture of coke in all bye-product
ovens are the same. The theory is that coal should be carbonized
in a retort from which all atmospheric air is excluded, that the

1915-1916] (iREEXEE PRE8IDKXTIAL ADDEESS. 47

gases as they are ^'iven oil' from the coal shouhl be drawn by
means of exhausters, first into the hydraulic main in which the
tar is deposited, thence to the sulphate-of-ammonia factory,
from there to the benzol house, and finally shouhl return to the
oven, there to be burned in the flues for the purpose of carbon-
izing" the coal in the retorts. The operations to be conducted,
and the results to be achieved, are precisely the same in each
description of oven, although there ;ire important diiferences in
the methods of obtaining- the results.

The ammoniacal lic^uor from coke-ovens may be dealt with
in two ways — either by the older method of obtaining the
sulphate of ammonia b}' bringing the ammoniacal liquor into
contact with live steam, or by the recovery of the sulphate direct
from the coke-oven gases. The former process was always
adopted in this country until about six years ago. By that
method, the ammonia from the gases is obtained by passing the
gases through scrubl)ers, in which water is dropping against the
ascending gases and by circulating the water until it attains a
given strength ; the liquor is then brought into contact with
live steam and lime in a still. The ammonia-gas is driven off
by the heat of the steam and the action of the lime, and passes
through a bath of sulphuric acid, in which sulphate-of-ammonia
crystals are formed, the latter being discharged from the bath
either automatically, as in the self-discharging saturators, or
removed by hand bj' means of a ladle. The crystals are then
stored and dried, and are sold as the ordinary sulphate of
ammonia of commerce. The liquor which remains after the
ammonia is recovered is removed from the stills, and at all coke-
yards with which I am acquainted is very difficult to dispose
of. It is absolutely waste, and contains various free acids which
ought not to be turned into any stream used for drinking
purposes either b}- human beings or cattle. The difficulty of
dealing with this liquor was, I believe, to a large extent an incen-
tive to the adoption of the direct-recoveiy process. In that
process the gas, having been first freed from tar, is passed at
high temperature directly into saturators containing a bath of
sulphuric acid, in which the salt is deposited, the great advan-
tage of the system being that no steam or lime is required for
distillation purposes. Consequently, there is no waste liquor
to deal with : hence the difficulty of providing an outlet for such

48 TRAXSACTIONS THE NORTH OF EXGLAXD IXSTITUTE. [Vol. Ixvi.

liquor is entirely obviated. So far as I am aware, the output
of salt is aboui the same wiiiehever process is adopted; hut I am
inoliued to think from my own observation that the appear-
ance of the salt manufactured by the direct-recovery process is
not quite so o-ood as that manufactured from ammoniacal liciuor,
althou<>h for commercial purposes the two classes of salt are
('([ual in the market.

The out])ut of bye-products at any <?iven yard depends, of
course, upon the quality of the coal carbonized ; a highly
bituminous coal will contain more bye-products than a lean
coal; but, on the other hand, the yield of coke from the former
will be very much less than from the latter. It may, however,
be interesting to quote figures, which I think from my own
exjierience are fairly representative of tlie results obtained from
the seams in Durham. I should say that it would be reason-
able to expect an output of tar varying from 8A to 4 per cent,
of the coal carbonized; an output of sulphate of 1 to Ij per cent,
of the coal carbonized; and about 1 per cent, of benzol. These
figures are necessarily approximate, and will vary with the
quality of the coal in each coke-yard. The output of coke will
depend upon the size of the OA^en, the nature of the coal carbon-
ized, and whether the oven is of the regenerative or non-regenei'fl-
tive type ; but over a period the output per oven in operation in
Durlunn from non-regenerative ovens will generally be about 30
tons per week, and in some few instances rather more.

One of the most important points to consider in the installa-
tion of bye-product ovens is the disposal of the surplus power
to be derived from the ovens. In all installations consisting of
not less than fifty ovens there is a considerable amount of surplus
power to dispose of, and that power may either be utilized in the
form of gas or in the form of waste heat, whichever is most suit-
able for the purpose in view. If it were more convenient and
more profitable to deal with it in the form of gas, naturally the
regenerative oven would be installed. If, however, it was pro-
posed to raise steam in boilers fired by waste heat from the ovens,
the non-regenerative oven would be adopted. In the former case,
the air is pre-'heated to a tempei'ature of 900° to 1,000° Cent, be-
fore being admitted to the flues in the sides of the chamber in
which the coal is carbonized, so that the consumption of gas is
reduced by about one-half, and it it be assumed that a ton of

1915-1916.] GEEENEE PRj:SinEXTIAL ADDRESS.

cokino' coal usiially contains about 10,000 cubic feet of gas, it is
obvious that there will be about half that quantity to spare, say
about 5,000 cubic feet per ton of coal carbonized. TTndoubtedly
tlie most economical method of usino- the p'as for power purposes
would be to instal o-as-engines, and if it be assumed that an
oven would carbonize 40 tons of coal containing not more than
10 per cent, of moisture per week of seven days quite a moderate
assumption — there would be produced 2,380 cubic feet of gas per
hour, having- a heat value of, say, 500 British thermal units.
Half that quantity of gas would be available for power purposes,
say 1,100 cubic feet per hour. Gas-engines would, I understand,
require 25 to 30 cubic feet of such gas per horsepower, in which
case there could be produced 36 to 44 horsepower per oven.
Such ovens have not been largely u^sed at collieries in this
country, although there are many in operation on the Continent,
because, generally speaking, gas-engines are not so reliable as
steam-engines, and the responsible persons at pits have, as a rule,
no experience of such engines. There is always, therefore, a
very proper reluctance to introduce a new method until it has
been thoroughly tested elsewhere. The Powell-Duff ryn Company
have installed- a number of gas-engines actuated by spare gas
from Koppers coke-ovens at their Bargoed Colliery, South
Wales, and, so far as I am aware, they are quite satisfied with
the working of the .system. I think there is no doubt that the
use of gas-engines will be greatly extended, and that regenera-
tive ovens will be more largely built in the future than they
have been in the past. It would, of course, be quite feasible
to raise steam from spare gas, and I calculate that 95
cubic feet would be required to produce ■'*() pounds of steam
having a pressure of 160 pounds, and on that assumption 11^
horsepower would be available per oven. I cannot, however,
imagine that any person wishing to raise steam would adopt the
regenerative oven for that purpose: it is essentially a gas-pro-
ducer, and is not, therefore, suitable for raising steam by means
of spare gas. Such gas might, however, be purified, and if the
coke-yard was within reasonable reach of a town, it might be sold
for lighting and power purposes. I believe that some of the iron-
masters in the Middlesbrough district, who have bye-product
ovens in operation at their works, are selling spare gas to the
Corporation, and that it is being utilized for the purposes to

50 TRANSACTIONS — THE NORTH OF KXCiLAXn IXSTITTTTK. [Vol. Ixvi.

wliicli 1 linve referred. The niiijorily ot the ovens in this country
are of the non-regenerative type, chiefly, I think, because
colliery inanaf^ers are doubtful of the reliability of gas-eng-ines,
and theiefoie i)refer to make use of the surplus power from ovens
foi' the ])urpose of raising steam, either by means of Lancashire
boilers or by water-tube boilers. 1 tliink tliat it is generally
admitted by those who have experience of the matter that there
may be obtained in LaiK asliirc or in watei-tube boilers, from the
waste-heat oven, 1 pound of steam per pound of coal carbonized ;
so that if it be assumed that a bye-product oven is capable of car-
bonizing 40 tons of coal per week of 7 days, or 53'^ pounds per
hour, there will be produced 5'33 pounds of steam per hour per
oven, or 17'76 horsepower, in an engine having a steam-
consumption of 30 pounds per horsepower. If the steam were
used for generating electricity by means of turbines, an output
of 24 kilowatts per hour might be produced. I have known that
output to be obtained continuously for over a week in actual
practice in a large power-station, but I should prefer to estimate
20 to 22 kilowatts, or 26 to 29 horsepower, as more likely to be
produced over a long period.

The quality of the coke, and the output of bj'e-products per
ton of coal carbonized, -are the same whether the coal be coked
in a regenerative or in a non-regenerative oven ; hence it would
appear that, w^hen the gas-engine is perfected, the regenerative
type ought to a large extent to supersede the non-regenerative
oven, if we consider the relative amounts of power to be de-
rived from the surplus gases in each description of oven, and
the fact that larger outputs of coke and bye-products are capable
of being produced in a given time in the regenerative than in the
non-reg-enerative oven. By pre-heating the air admitted to
the flues of the regenerative oven, the charge can be carbonized
in a shorter time than in the non-regenerative oven, so that the
production per oven in the regenerative system is probably 25
per cent, higher than in the non-regenerative system.

There is only one other matter to which I propose to refer, and
that is the so-called " low-temperature "' carbonization of coal.
So far as I understand the process, it is intended to produce the
largest output of bye-products — tar, ammonia liquor, and gas —
and to manufacture a coke containing 10 to 12 per cent, of
bituminous matter. The appearance of such coke would

1915-1916] GREENER PRESIDENTIAL ADDRESS. 51

more or less resemble half-burned coal, and would be quite un-
suitable for blast-furnace or for foundry purposes. It is said,
however, that it would take the place of coal to a large extent in
the ordinary household fires, that in burning it would not
give off smoke, and that therefore the smoke nuisance would be
absolutely cured. The output of bye-products, however, would, it
is expected, be greatly increased, and at the same time their
quality would be considerably improved. I do not know whether
these sanguine estimates will be realized in practice, but I under-
stand that a plant is in course of erection in Yorksliire to test the
matter practically, and no doubt in process of time the results
will be made known.

My object in preparing these notes was to provide the colliery
manager who may have no previous knowledge of the subject
with reliable data derived from actual experience, so that
should he be called upon to deal with the installation of bye-
product ovens in connexion with his colliery, he may have facts
before him to enable him to come to a conclusion as to whether
it would be worth while to incur the expenditure required for
the erection of a plant of that kind.

Prof. Henry Louis (Xewcastle-upon-Tyne) said that he had
been privileged to move that a very hearty vote of thanks be
accorded to the President for the excellent Address with which
he had favoured them. Addresses such as this were of the best
type possible for the Institute. They had had before them in
the course of the past year many excellent papers dealing
specifically with matters of detail in connexion with various
subjects in which they were interested. These papers were given
by specialists in the particular subjects dealt with, but such
papers exposed them to dangers from which Addresses like that
of the President would go a long way to save them. In papers
written by specialists tlie writers were apt to put their subject
forward from too favourable a point of view, but it was an
advantage to have an Address like the one just delivered in
which the subject was considered from the point of view, not
of the inventor, but of the man who had had to use the invention
and who had gre^t experience in the use of it. In the papers
presented by specialists, owing to the amount of detail, there was

52 TKAXSACTIOXS — TIIK XOKTIl OK KXtiLAM) IXS'J'ITUTK. [Vol. Ixvi.

a clanger of losing sight of the wider outlook, lu the Address
that they had just heard they had a review of what had been done
over a long period of time, and this enabled them to " take stock "
and see what progress had been made and what progress had yet
to be made. They could not overestimate the value of reviews of
this kind when put before them by one who had a practical know-
ledge of the subject. He had no doubt that the President's
Address would be consulted frequently by a large number of the
members and would be regarded as one of the most useful of the
Addresses that had been presented to the Institute.

Mr. W. 0. Wood (South Hetton) seconded the vote of thanks,
which was unanimously accorded.

The Peesidext (Mr. T. Y. Greener) said that he was very
much obliged to Prof. Louis for proposing and to Mr. AVood for
seconding the vote of thanks. The object which he had in view
in his Address was to give the members the benefit of his know-
ledge on a subject with which he was practically acquainted, and
he thought that it might be useful to the members generally to
have some figures on which thev could relv with confidence.

Mr. Samuel Dean's paper on " Modern American Coal-mining
Methods, with Some Comparisons," was taken as read, as
follows : —

1915-1916] IJKAX AMERICAN COAL-MIXIXG METHODS. 53

MODEEX AMEEICAX COAL-MIXIXG METHODS, WITH
SOME COMPARISOXS.

By SAMUEL DEAN.

Introduction. — The feature wliicli stands out above all others,
when comparison is made between coal-mining methods in differ-
ent countries, is the output per man in American mines. A few
weeks previous to the war the writer visited mines in Germany,
Belgium, and France, and revisited mines in Great Britain, and
he again affirms his opinion that the principal reason why the
United States of America leads in production per man is because
large-capacity mine-cars are used in American mines.

Mr. S. F. Sopwith, in discussing Mr. S. H. Cashmore's paper
on " The Reduction of Working-costs at the Coal-face,"* said
that his experience was that fillers earning 6s. 9d. to 7s. a shift
considered that they had done a day's work when they had filled
fifteen tubs. It is assumed that he referred to tubs of a capacity
of 10 cwts. each, which equals T^ tons per shift. Mr. Cashmore
had shown that only about a fifth of the filler's time was actually
occupied in filling, nearly the whole of the remainder being
spent (or wasted) in topping up, tramming, and in waiting for
empties.

If Mr. Sopwith had used tubs of, say, 3| tons capacity, it
would only have been necessary for the filler to load two tubs to
equal the output of fourteen 10-cwt. tubs. It is quite reasonable
to expect also that, if the filler is not engaged in topping, tram-
ming, or in waiting, he will be filling, and will have little diffi-
culty in loading, at least, three 3i-ton tubs.

The writer quite expects to hear the following objections to
the use of such large tubs : — " Large tubs would not be practic-
able, on account of bad roofs and unevenness of strata ; and,
where large trams are used, as in South Wales, the output per
man is no more than in the districts where small tubs are in use."

• Trans. List. M. E., 1915, vol. xlix., page 63.

VOL. LXTI.- 19)4-1916. 5 E

54 TRAXSACTIOXS — THE NORTH OF EXGLAXD IXSTITUTE. [Vol. Ixvi.

In the anthracite regions of Pennsylvania the seams pitch at
all angles from tlie horizontal to the vertical; the roofs in some
anthracite-mines could not be much worse, and the roofs in
South AVales are bad. In the anthracite regions the capacity
of the mine-cars ranges from 2 to 5 tons, the average being about
3| tons. One of the principal reasons why the output per man
is not higher in South Wales is because comparatively few coal-
cutting machines and face-conveyors are in use. Locomotives
and large cars are used with single tracks, except at the " pass-
byes," and the main haulage-ways are not as wide as similar
roads in mines where endless-rope haulage is employed.

Machine-mining difficulties have been overcome to a large
extent in the United States, and coal-cutting machines are being
improved and introduced so rapidly that it would appear to be
only a matter of a few years before hand-mining becomes nearly
extinct in the bituminous mines. Methods of haulage, or
transportation, are being developed to a high degree, in order
to ensure plentiful supplies of empties at the coal-face.

The modern mining man uses care in planning his roads, and
chooses the best rolling-stock. In order to secure greater
efficiency, he has (1) increased the weight of the coal hauled
in proportion to the weight of the car containing it ; (2)
decreased the amount of drawbar pull due to friction; and (3)
decreased the delay due to derailments and wrecks, and increased
the number of cars hauling coal in proportion to the number kept
in the repair-shop.

Large car capacity is not attained by increasing the height of
the car, but by increasing the length and width, along with
wide-gauge tracks. The introduction of roller-bearing wheels
has reduced the drawbar pull due to friction. Brass journals
or brass-bushed wheels are also an improvement. Cars fitted
with spring draught gear are now being used so as to reduce the
heavj' starting load. Compressed-air or electric locomotives are
emploj'ed to haul the long heavy trains of cairs underground,
and cases are on record of starting 50 per cent, more cars with
spring draught than with solid bumpers. Some of the best
principles of railroad engineering are being applied to under-
ground haulage.

The opinion exists in some countries that great danger is
attached to the use of electric trolley-locomotives in coal-mines,

1915-1916.] DEAX AMERICAN COAL-MIXIXG METHODS. 55

but it i* well to remember that electric locomotives are used in the
mines in "Westphalia, and the accident rate has not increased
since their introduction. Countries that prevent by law the
operation of trolley-locomotives are handicapped in world com-
petition, and the same remark applies to countries where pit-tubs
of small capacity are used.

The output per man in Germany is low, coal-cutting by
machinery is in its infancy, and the mine-cars and track-gauges
are ridiculously small and narrow. In the United States over
50 per cent, of the total production of bituminous coal is mined
by machines, and large-capacity cars and wide-gauge tracks are
used. The output per man per annum in Germany was about
300 tons, and the average in the Fnited States 760 tons, despite
the fact that the mines do not work with by any means the same
regularity as European mines. German mines work on an aver-
age 300 days a year, and American mines 238 days. There is
food for much thought in this comparison, because Germany is,
in many ways, more efficient than the ITnited States of America.

Keen competition and low selling prices, especially in States
east of the Mississippi. Eiver. are finding work for the efficiency
expert. An address delivered before the Coal Mining Institute
of America by Mr. Harrington Emerson, a Xew York efficiency
engineer, is well worth c-onsideration. The figures given show
how startlingly low are selling-prices and costs of production,
despite the high wages paid to the workmen.

Mine-car Design. — The modern mine-car is built of steel.
The opinion that steel cars are easily damaged and difficult to
repair is disappearing in most localities : small bends and dinges
can be taken out with a sledge hammer; while heating with a
blow-torch helps materially. Bent sides and ends can be
straightened with a rail-bender or special appliance. "Wooden
cages, large enotigh to admit a car, and jacks acting in opposite
directions, are used to straighten out the worst cases of dis-
tortion.

Opinions vary as to the best design, and the steel-bottom car
has been discarded at some mines, the practice being to have an
oak bottom with sides and ends of steel. It is claimed that the
disadvantage of t'he steel bottom is that it makes the car too
stiff, the truck gets knocked out of shape, the bottom plates rust
quickly away, and the truck becomes loose on the car-bottom.

56 TIL4XSACTI0XS — THE NORTH OF EXGLAXD INSTITUTE. [Vol. Ixvi.

A car with the pLates bolted to the binder, instead of being
riveted, is preferred by many, with the sides made in separate
sections, so that they can be taken off and repaired quickly and
easily in case of a wreck. Figs. 1 to 4 (Plate IV.) show a steel
car with an oak bottom; it has a capacity of S^yjt cubic feet

Fig. 17. — Mine-cab Showing the End Door Raised.

Fig. 18. — Mine-car with Outside Bearings of Railway Construction.

with a track-gauge of 56^ inches — the standard railway-gauge.
The cost of this car, fitted with " Whitney Wonder " roller-
bearing wheels, is £17 10s. 6d. ($ 85). It is in use at a mine in
the State of West Tirginia, the thickness of the seam being 4
feet, the method of working room-and-pillar, and the average

1915-1916.]

UEAX AMERICAN COAL-MIXING METHODS.

in AVest Yirginia, and it is significant that the cost of produc-
pitch of the seam 2 degrees. This car has an end door, which is
raised automatically in the tippler or self-dumping cage. This
wide track-gauge of 56| inches can be seen at numerous mines

Fig. 10.— il:.NE-CAE used in Thin Se.\ms.

Fig. 20. — Mine-cae with Automatic Coupling Device.

tion is lower in this State than in any other coal-mining region
in the United States. The average total cost per short ton (2,000
pounds) is 3s. "3d. (79 cents).

Figs. 5 to 8 (Plate TV.) show the type of cars used by the

58 TRAXSACTIONS-TIIE XORTII OF KXGLAXD INSTITUTE. [Vol.lxvi.

Lathrop Coal Company, AVest Virginia. They are all of steel
^vith bodies 9 feet 4 inches long', 6 feet 8 inches wide, and 2 feet
deep The 14-ineh wheels are pressed on to axles of miniature
railroad type, with M.C.B. type boxes and springs. Spring
draught gear is used with non-jamming couplmg-lmks and
pins The body is so sloped as to facilitate operation on inclines
without excessive spilling of coal, and back-end corners are
angled off in order to prevent injury to the trip-rider m setting
the brakes. The cars stand only 35 inches above the rails, are
11 feet 4 inches long over the bumpers, and weigh about 4,000
pounds. They run on the comparatively narrow track-gauge of

Fig. 21. — Another type of Mine-car.

36 inches. The seam varies between 6^ and 7 feet in thickness,
and the pitch is usually IJ in 100 in the mine where these cars
are used.

Figs. 9 to 12 (Plate IV.) show a car that is used in very thin
seams. It stands only 19 inches above the rail, and has a capa-
city of IGr'V cubic feet. This car is sometimes made with a
flare board only 6 inches wide, instead of 11| inches as shown,
bringing the height of the car above the rail down to about 15

inches. This car runs on a 36-inch track-gauge, and the cost

complete is approximately £5 (|25).

Figs. 13 to 16 (Plate IV.) show a car used by the Houston

Coal & Coke Company in the Pocahontas coalfield. This car

has a wooden bottom and steel sides, is fitted with roller-bearing

1915-1916] DEAX AMERICAN COAL-MIXIXG METHODS. 59

wheels, and costs approximately £22 12s. (8110). It lias a
capacity of 104^ cubic feet, and runs on a 44-inch track-gauge.

Fig. 17 in the text shows a car with the end door raised.
This car has a solid round bumper and single link-coupling,
both of which are very satisfactory features. The brake-lever
is at the end of the car, instead of at the side, the end position
being preferable.

Fig. 18 shows a car with outside bearings of railway con-
struction, with springs over the boxes. These cars are strong and
run easily, and are said to follow an uneven track with little
danger of derailment. Fig. 19 shows a car used in thin seams,
while a car with the automatic coupling device is shown in
Fig. 20. Fig. 21 shows another type of mine-car.

Fig. 22. — Hyatt Roller-beaeixg Coxtini:oi:s-sleeve Jourxal-box.

The dust-proof steel car witliout end door is rapidly coming
into use, and is emptied in a rotary tippler. But where trains
of cars are hauled to the outside from drift or slope openings,
long tipplers, capable of dumping eighteen to tweoty cars at a
time without detachment from the haulage-rope, are being in-
stalled, where main or main-and-tail-rope haulage is used. With
this arrangement a trip of empty cars, standing on the surface,
is not necessary, and fewer cars are required.

Mine-car Wheels. — As a rule, both the axles and the wheels
revolve. There are numerous types of wheels in use. Fig. 22
shows the Hyatt flexible roller-bearing continuous-sleeve journal-
box. The advantages claimed for this type, with rollers in
the box, over the other types, with rollers in the hub, is that,
in the case of heavy loads, the thrust against the flange of the
wheels, when rounding curves, cannot pinch the ends of

60 TRAXSACTIOXS — THE NORTH OF EXGLAXD IXSTITUTE. [Vol. Ixvi.

-%a>

Fig. 23.—'

Whitney Wonder " Kollee-eearing Wheel, with Hand-greasino
Appliance.

Fig. 24. — Underside of Mine-car, with " Whitney Wonder " Koller-bearing-

W^HEELS.

1915-1916]

DEAX AMERICAX COAL-MIXIXG METHODS.

the rollers ; and it does uot take up as much room from
the centre of the axle to the bottom of the car. Rollers in
the wheels are preferred by some on the smaller cars, and in the
box for the larger and heavier cars. The Hyatt flexible roller-
bearing- is comparatively new in mine-car work, but has given
successful service for many years in shafting and machine work.
It is also used in the rear axles of automobiles. It consists
of a steel sleeve or casing, a cage or roller-chase, and

GREASE SCREW

Fig. 25. — Heavy Duty " Whitney Wondee " Rollee-beaeing Wheel.

a number of flexible spiral-wound steel rollers. As the rollers
are hollow, each acts as a reservoir for oil, and, being wound
alternately right and left, they serve to distribute the oil across
the entire bearing service. Cars fitted with these roller-bearings
have been known to start and run on a gradient of 1 in 200.

A popular wheel is the "Whitney Wonder," which is shown
in Figs. 23 to 25. Prior to 1908, roller-bearing wheels had not
proved to be very successful, and it was only in 1913 that this
wheel came into prominence. It has proved to be so satisfactory

62 TRANSACTIONS — THE NORTH OF ENGLAND IXSTITTTE. [Vol. Ixvi.

that the raanufactuieis give a five-years' written guarantee,
which covers both the wheel and the roller-bearing. Actual tests
have shown that this wheel has doubled the speed of locomotive
haulage and saved 58 per cent, of electric power consumed, in
comparison with the solid-hub wheel working under similar
conditions.

Through the courtesy of Mr. J. C. Amis, Engineer of the
Virginia Iron, Coal, & Coke Company, the following particu-
lars are given of a test carried out at the Toms Creek Mine,
Virginia. At this mine the cars weigh about 3,000 pounds and
hold 31 tons of coal. On the haulage-road where the test was
made the gradient varies from level to lA in 100. The track was
in fairly good condition. Twenty loaded cars were taken and
hauled, with a trolley-locomotive, 3,250 feet and back three
times. An average of thirty-six electrical readings were made
on each trip, and the voltmeter and ammeter readings were
checked with a wattmeter.

Average for Three
Time, in minutes

Trips.

Solid Hub.

14-9

Roller-bearing.

7-5

Average amperes

,, volts

,, kilowatts

178
470
83-78

154

465

71-81

,, kilowatt-honrs-

21 0

8-8

It will be readily seen that all the conditions necessary, so far
as gradient is concerned, were present. At first sight, it would
seem that the amount of power consumed depended upon the time
taken to make the trip. As a matter of fact, with the solid hubs
it was necessary to use a great deal of sand, and the locomotive
wheels slipped on the rails considerably, so that time was certain-
ly not the greatest factor. In the train with the solid hubs there
were many different kinds of wheels. They were in fairly good
condition, and had been in use for about the same length of time
as the roller-bearings. The statement of the engineer regarding
the test was as follows : —

" After all, the problem is to get the greatest number of tons over the
line in the shortest time with the least power. Time is most important, for
miners will load coal if they get the empties. Overloading a locomotive is
very expensive. It strains the machine, slips wheels, wearing the tyres
rapidly, arcs and burns the trolley-wire, heats the motor, takes more current,
thus lowering the voltage on the entire system and heating all other machines.
So, after all, we trace the trouble to the drawbar pull, and we have proved that

1915-1916.] UEAX AMEEICAX COAL-MIXIXG METHODS. 63

-we can take the same number of tous that will heat the motor aud necessitate
a large amount of sand, some slipping of wheels, and a drain on the power,
over the same road in half the time, and with half the power consumption."

Whitney roller-bearing' wheels are supplied with grease about
two or three times a yeiXT. At the mines belonging to the
Thacker Coal & Coke Company, West Virginia, they are
greased once every four months. The old hand-greaser has been
displaced by a larger and more efficient machine built in the
company's shops. This greaser receives a barrel of grease at one
time, aud is connected to a hose which carries a pressure
sufficient to grease four wheels at a time. Grease is forced in
until the old grease is forced out of the back of the wheel.

Large-capacity Pit-tuhs. — Referring again to large cars and
wide tracks, the advantage claimed in West Virginia for the

Fig. 26. — Shoetwall Machine unloading from a Truck in the Mine.

065-inch track is that with this width of gauge the car may be
made lower, and at the same time there need not be so great an
overhang over the wheels. A larger wheel can also be used.
If the car were made wide at the top it would be awkward and
top heavy with a narrow-track gauge, and would reciuire too
much weight to support the sides where they projected over the
wheels. But by using the wide track a low strong car of large
capacity can be obtained. It is easier to load a low car than
a high one, because there is more clearance over the top of the
car, and the filler does not have to raise his shovel so high.
Larger lumps can be used for topping, because there is more
room for the larger lumps to go in.

64 TRAXSACTIOXS TIIK XOHTII OF KXGLAXD IXSTITUTE. [Vol. Ixvi.

In one of tlie mines belonging to the Solvay Collieries Com-
pany. West Virginia, the track-gauge is b(ih inches, and the
seam is 4i feet thick. Derailments are few, on account of the

^^^^V^^^^^N^^^^^Ip'^ '^^''^pjf^Kv'rTnQi^^^^^^^Bi -^^^^E^^^^l

- ^'f-- 4!^^^^?«j'- *^^ •/. ' :■ 1

-^Siiii — i-^^^^S^Siit/lSf'i

Wa • ^^

■ «

Fig. 27. — Shortwall Machine heady to make a Sumping Cut at the Right-
hand Rib op a Room.

Fig. 28.

-Shohtwall Machine crossing the Face of a Room from Right to
Lepi.

track being maintained in good condition. AVhen derailments
do occur, retracking shells are used. The condition of the roof
is only fair. The width of the headings or main roads is 14 feet.

li)15-1916.] J)EAX — AMERICAN COAL-MIXIXG METHODS. 65

Mr. A. B. liawn, the general manager of the company, is not
in favour of the 5(U-inch track-gauge, because, in his opinion,
the increase in tonnage of coal received is not proportional to
the increase in the gauge best adapted for mine use, wnicli, in
his opinion, is 48 inches. Mr. Rawn recommends strongly the
use of roller-bearing- wheels. After five years' experience with
them, he has now in service about 650 cars so equipped, all of
which carry from 2'6 to 4 tons of coal. Of the main features
spoken of in connexion with this wheel, he believes that the oil-

FiG. 29. — Shoetwall Machine Cutting across the Face; the Body is in

ADVANCE OF THE CuTTFE-BAR SO AS TO CUT THE CoAL IN FrONT OF A

" Sulphur Ball."

saving, power-saving, and ease of handling', combined with the
life of the wheel, justify all the claims.

The Mine Trnf/r.— The haulage-roads in mines now receive
more attention than formerly. In bituminous mines twenty
years ago rails weighing 20 pounds to the yard were used on main
haulage-roads, 16 and 12 pounds on secondary roads, and wood-
en rails in rooms. In the modern mines of to-day 60 to 90-
pound rails are used on main roads, 40 to 50-pound rails on
secondary roads, and 16 to '30-pound rails in rooms. Surveyors
set lines enabling track-layers to get proper alignment, and head
track-layers are supplied with small blue-prints of data relating

6(; TRANS.UTIOXS TIIK XOKl 11 OF KX(vLA\l) IVnTHTTE. [Vol.lxvi.

to diifereul .stuiulaid switches and curves. In some few mines
main-road tracks are ballasted with incombustible material. Long
trains of heavy cars hanled by locomotives weighing? as much as
30 tons demand good tracks, so as to avoid derailments and

Machine-mining in the Unite'd States of America. — In 1890
the production of bituminous coal per man employed was 579
tons, and the total production was 111,302,322 short tons. In
1913 the mines averaged 0 more days in the year, and the output

Fig. 30. — Shorthall Machine at the Conclusion of a Face Cut, showing the
Method of Swinging the Machine on the Feed-chain in order to
Square up the Eib.

was 837 tons per man, the total production being 478,523,203
short tons. In 1913, 242,476,559 tons, or more than 50 per
cent, of the total, was machine-mined, whereas in 1890 probably
less than 5,000,000 tons, or less than 5 per cent, of the total, was
machine-mined. In the State of Ohio 90 per cent, of the total
production is now machine-mined.

The total number of machines reported in use in bituminous
mines in 1913, was 16,381, an increase of 1,083 over the year
1912. Out of the total number 6,936, or 42-3 per cent., were
chain breast, 6,327 were punchers or pick-machines, 2,210 were
shortwall machines, 791 were longwall, and 117 were of the
radialaxe or post-puncher type.

1915-1916.]

DEAX AMERICAN' COAL-MIXIN'G METHODS.

It must not be assumed that tlie foregoing figures indicate the
most popular machines in use in bituminous mines to-day. Manu-
facturers are competing keenly one with the other, and great
improvements are being made. The pick or punching machine
has "seen its day." Only in seams where " sulphur balls" are
prevalent does it work to advantage, as it enables the operator
to cut around them. Chain-breast or heading machines are not
suitable where the roof is tender and the props have to be kept
close to the face ; but shortwall or continuous-cutting machines
can be used where the props are within 4 to G feet of the face.

Fig. 31. — Flame-pboof Machine with 10^-foot Cuttek-bah, unloading froii

Power Tetjck.

This type of machine gives satisfactory results, and is gaining
in popularity every day ; but none of these can compare with
the turuet type of machine. Some remarkable results have been
obtained with this latest type of coal-cutter wihere the conditions
were suitable. Other manufacturers can be expected, however,
to put forth strenuous efforts to produce a machine to excel it.

There are very few disc-machines in use. The cutter-bits
are attached to an endless chain which travels in a groove around
an oblong frame called " the cutter-bar " or arm, and in some
countries the " jib."

68 TRAXSACTIUXS THE >ORTn OF ENGLAND INSTITUTE. [Vol.lxvi.

In the States of Illinois and Indiana the owner is not encour-
aged to replace his old pick or puiu her, or chain-hreast machine,
with the more rapid shortwall machine, because the number of
loaders or fillers that are allowed to load after one machine is
restricted bj^ trade-union regulations. This shows how progress
is retarded by trade-unionism in some parts of the United States.
The shortwall machine is essentially an adaption of the con-
tinuous cutting principle of the longwall machine to the require-
ments of room-and-pillar working. A certain number of men
are allowed to work after a pick or puncher machine, and a

,1 •

Fig. 32. — Result of Shots after Coal had been Undermined 10 feet.

certain number after a chain machine, which means a breast
macbine. If sixteen loaders or fillers constitute the union stan-
dard for a breast machine, additional men are not allowed to
load after a shortwall machine, even though the capacity of the
shortwall machine is such that twenty-five to thirty men can
be kept busy loading after it.

Coal-mining profits in these two States have been very low,
and often non-existent. In fact, it can be said that numerous
companies in different States have been able to exist, not from

1915-1916.]

])EAX — AMEEICAX COAL-MIXIXG METHODS.

profits on the coal mined, but from the rents of houses and the
revenue from grocery and dry-goods stores, butchers' shops, and
saloons (public-houses). Efforts are now being made, however.

Fig. 33. — Chain-breast or Heading Machine.

Fig. 34. — Reversible Longwall Machine.

Fig. 35. — Drop-enc Machine Truck used with the Goodman Shortwall

Machines.

VOL. LXVI.-::i;5-: 16.

6 E

70 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

in Illinois and Indiana to organize sellino- agencies, and to adopt
methods somewhat similar to those employed hy the Westphalian
Coal Syndicate.

Fig-. 2(i shows a shortwall machine unloading from
a truck on to the floor of a working-place, and travelling on a
feed-chain anchored hy a jack. The machine travels over the
rails from place to place under its own power. Fig. 27 shows the
same machine squared with the right-hand rib of a room and
ready to make a sumping- cut.

Fig. 36. — Shortwall Machine travellixg into a "Working-place.

Fig. 28 shows a shortwall machine crossing the face
from right to left, while Fig. 29 shows the shortwall machine
being manoeuvred to cut out a sulphur ball. The feed-chain at the
take-up rig- behind the machine is slackened up, allowing the
body of the machine to cut ahead at an angle. This cuts the
coal away in front of the obstruction. The machine is then
drawn back on its feed-chain to the right and the point of the
cutter forced to feed ahead behind the obstruction. When thus
freed on three sides, it is usually easy for the machine to jerk
the sulphur ball out, and cutting is then resumed in the usual
waj'. Fig". 30 shows the machine at the left rib ready to back

1915-191G.] DEAX AMERICAN COAL-MIXIXG METHODS,

out. The jioint of the bar follows the line of the feed-chain
(shown at the left) on its way out, leaving a straight rib.

When the shortwall machine was first introduced, it
was thought that its field would be confined to wide places or

Fig. 37. — GooDii.\N Overcutting or Turret Machine.

Fig. 38. — Goodman Overcutting or Turret Machine at Work.

rooms, or to longwall faces. It is now used regularly for cutting
headings or narrow places between rooms. In an Illinois mine
seven 8-foot entries have been cut in five hours. Shortwall
machines have been used in rooms driven across a pitch of 25

72 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol.lxvi.

degrees, and in rooms and entries driven up a pitch of 20
degrees. The speed of these machines across the face is regu-
lated by feed-gears, the speeds varying from 12 to 36 inches per
minute.

A Deep Undercut.— There appears to have been an opinion
current— the writer has not been able to discover its origin—
that a seam of coal could not be undercut to a depth greater than
its thickness without difficulty being experienced in shooting
down the coal. In the mines of the United States Coal &
Coke Company at Gary (West Virginia), "Ironclad" shortwall
machines are now being used to cut to a depth of 10 feet.
The seams vary in thickness from 4| to 9 feet. The time and
power required to cut to a depth of 10 feet are only slightly in

Fig. 39. — Jeffrey Arcwall Machine, with Drop-head, used for cutting neab

THE Bottom.

excess of those required to cut 6 feet.

Fig. 31 shows a machine with a 10^-foot cutter-bar in use in
a mine in Virginia. Fig. 32 shows the result of shots after
the coal had been undermined to a depth of 10 feet. In this
mine each machine has an assigned territory of twenty to
twenty-five rooms, which are 25 feet wide. Where the coal
is only 5| feet thick, two 6-foot holes are drilled 3 feet from
each rib, and one central hole 7 feet deep. The central hole is
fired first, and breaks clear to the heel of the cut. The side
holes leave about 3 feet of coal standing on each rib ; one light
shot at each rib then squares up the place.

Coal-cutting in Anthracite-Tnines . — Anthracite is now being
undermined by machines. Formerly the opinion was that

1915-1916.]

DEAN — -AMERICAN COAL-MIXIXG METHODS .

anthracite was too hard to undercut, but this opinion has been
found to be incorrect. The rapid exhaustion of the thicker seams,
especially in the northern anthracite-field of Pennsylvania, made
necessary the working of thin seams. These thin seams were
cut by machines, and coal-cutters are now being used in anthra-
cite-seams 10 to 12 feet thick. The coal is worked on the long-
wall panel system in thin seams, with conveyor-faces 220 feet
long. AVith a 6-foot undercut and coal 30 inches thick, 130
to 140 tons of coal are obtained from each face per day. In

Fig. 40. — Self-peopelled Arcwall Machine travelling into a Working-place.
The Guard-board along the Trolley-wiee cin be seen. This Machine
IS USED foe Cutting neae the Top.

making the cut, from two to two-and-a-half sets of bits may be
used, but at times, when very hard coal is encountered, three or
four sets of bits may be needed for a cut of 220 feet. About 5
feet of bottom rock is taken up in the gangway or gateway, in
order to give sufficient height for the large-capacity cars beneath
the conveyor. The coal moves in a flaring trough 6 inches
deep, along the bottom of which passes a chain with flat broad
links as wide as the bottom of the trough.

Coal-cutting machines of the shortwall type are being used

74 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

in autliracite-seams pileliing 15 degrees. An iron rail is
placed l)eliind the niacliine, after the sumping cut has been
made, i)arallol with the face of the chamber or room. The rail is
held in place by means of a jack at each end, and is moved when
the machine has cut to the end. The machine has enough power
to pull itself up to the coal and to make the sumping cut at the
same time.

Pillar-drawing by Machines. — Pillar-drawing by machines is
carried out successfully in different parts of the country. Pillars

Fig. 41. — Aecwall Machine at the Face op a Heading or Entry ready to
CUT IN a Band of Shale.

between rooms average, as a rule, about 30 feet in width. AVhen
the room lias been driven to its limit — a distance of 200 to 300
feet — a place from 20 to 30 feet wide is cut through the pillar
at the far end. A second place, similar in width, is then cut
through, leaving a pillar of coal about 10 to 12 feet thick on the
goaf side. The machine then takes a cut along the full length
of 30 feet of this goaf pillar or " stump," and the roof weight
or squeeze causes the coal to break down. The total recovery at
some mines by this method is 90 per cent. The building of

1915-1916.]

DKAX AMERICAX C0AL-:MINIXG METHODS.

Fig. 42. — Aecwall Machine cutting ix a Room near the Top of the Seam.

Fig. 43. — Arcwall Machine withdrawn, showing th2 Position of the

Cutting.

76 TRANSACTIONS- — THE NORTH OF ENGLAND JXSTITL'TE. [Vol. Ixvi.

packs or the setting of chocks during the process of extracting
pillars is seldom, if ever, resorted to. The object always is to
avoid all deadwork.

Fig. 33 shows the chain-breast or heading machine, the popu-
larity of which is on the wane; Fig. 34 shows a reversible long-
wall chain-machine; Fig. 35 shows the drop-end truck used
with the Goodman shortwall machine; while Fig. 36 is a view of
a shortwall machine travelling into a working-place.

'^^ "••vT""^ ■,..:!;-■*,.«-£

■*

Fig. 44. — Aecwall Machine at the Face of an Entry, cutting out 8 inches

OF " Bone " Coal.

; Overcutting Machines. — Figs. 37 and 38 show the Goodman
overcutting or turret machine, which can cut at the top of the
coal or from 18 inches or so above the bottom in room-and-pillar
work. The machine travels over the tracks from place to p?ace
by means of its own power, like an electric locomotive. It does
not leave the rails during the operation of cutting. In travelling
into a room the cutter-arm or bar is always ahead, and tlio
machine advances until the arm is close to the face. A lever or
quadrant brake is then set, and a telescoping anchor drill-rod

1915-1916.]

DEAX AMERICAX COAL-MIXIXG METHODS.

extended forward to the face. The drill is driven by power fvom
the machine, and the anchor hole is quickly drilled. After the
anchor has been driven into the hole, a wire rope from a drum
on the rear of the machine is attached and the cutter-arm swung
to the right-hand corner. The sumping cut having been made,
the cutter-arm travels across the face to the left-hand corner,
and the machine backs out (still cutting), leaving a straight face
and straight ribs on each side. This type of machine will be
improved, and there is undoubtedly a great future before it.

Fig. 45.

-CoiiBixED Cutting and Loading Machine in Opeeation at the Face
OF A Heading.

Fig. 39 shows the "Arcwall" drop-head cutter. This
machine is built to cut anj^where above the top of the rail, and is
adjustable while in operation to an irregular band of shale or
dirt in the seam.

The straight head-cutter (Fig. 40) is used for cutting
near the top. It is used with much success in seams
where inferior top coal is left to form a roof. Coal roofs in
rooms which are , not required to stand for a long time are
generally safe. This machine, with a 7-foot bar, has cut twenty

78 TRAXSACTIOXS— THE NORTH OF KXGLAXJ) IXSTlTrTE. [Vol. Ixvi.

rooms in 10 hours, each room being 20 feet wide. The track is
generally carried in the centre of the entry or room, and the face
is in the form of an arc. Figs. 41 to 44 show the machine at
work, and the face of a place after the machine is withdrawn.
The writer has had some experience with this machine in a mine
with a treacherous roof, but has not been able to devise a simple
and economical method of timbering to protect the machinemen.
Props had frequently to be removed and reset during the oper-
ation of cutting. This machine can cut more places in a given
time than the shortwall machine, because it is not necessary
for it to leave the rails: it runs into a place with the cvitter-

FiG. 46. — Showing the Conveyor of the Combined Cutting and Loading

Machine.

arm ahead, sumps in, makes a sweeping cut across, and travels
out into the next place. It is a simple machine to operate,
and does not make as much noise as some other types of machines.
Young men about the mines show a keen desire for an opport-
unity to work as learners or helpers with this machine ; they can
ride on the machine as it travels from place to place, and they

1915-1916.]

DEAX AMERICAN COAL-MIXIXG METHODS.

do not liave to exert themselves unduly during any portion of
their shift. If the machine cuts in shale or dirt, a labourer has
to follow it and shovel the cuttings back before shots are fired.
This work costs about lh\. (-3 cents) per ton of coal output, and is
generally contracted for. Where the cutting is about the middle
of a G-foot seam, six holes are often necessary in a 20-foot place,
three in the top, and three in the bottom. The cost of explosives
in such a seam comes to about lid. (-3 cents) per ton, the cut
being 6 feet deep. The loader receives Is. 4d. (32 cents) a short
ton for getting' and loading, drills his own holes, and does his
own track-laying and timbering. The average is often 10 tons
per filler per 8-hour shift. The writer does not hesitate to say
that this average can be kept up easily if the loader can get a
regular supply of empty cars. He has watched carefully the

Fig. 47.

-Goodman Rack-rail Locomotive ttsed in Mines with Steep and
Uneven Gradients.

work of men of different nationalities at the coal-face, and has
found that of those from Ea.stern and Southern Europe the
Austrian is in front, closely followed by the Italian from the
northern part of Italy. He has frequently seen men break down
and load 15 tons of coal into 2-ton capacity cars in an 8-hour
shift; but 15 tons is not, by any means, the record. As the turret

80 TRAXSACTIOXS — THE XOETII OF EXGLAXD IXSTITUTE. [Vol. Ixvi.

type of machine weighs 5 tons and more, it is necessary to lay a
{substantial track in order to prevent derailments.

Comhined Cutting and Loading Machines. — The cutting and
loading machine is the latest type of appliance used at the coal-
face in room-and-pillar mines. It has a stationary frame or pan
in which the machine feeds itself forwards or backwards by its
own power, the undercutting chain similar to the breast
type, two vertical shearing chains, the conveyor in the cutter-
head, the rear-pivoted conveyor which loads the coal into the car,
and the mechanically-operated picks which knock the coal down
on to the conveyor after it is undercut and sheared. It is also
provided with a slack-conveyor. The machine is taken into a
woricmg-place, and never removed until the place is worked out
or driven to its destination. It is moved into difierent positions
by its own power. There are as yet very few machines of this
type in use, but more will probably be heard of it at a later date.
Figs. 45 and 4G show the combined cuttiug-and-loading machine
in operation at the face of a heading.

The following particulars relate to actual results of machine-
mining in different States : —

I.^^State of Alabama.

Method of -working
Thickness of seam
Inclination of seam
Nature of cutting
Ciiaracter of roof
Width of rooms ...

,, entries

,, pillars

Number of loaders per place ...
Coal loaded per loader per shift
Price paid for loading after machines

Type of machine

Length of cutter-bar

Depth of cut

Height of kerf

Average lineal cut per minute
Price paid per ton for undercutting...
Average output per machine per day...
Percentage of lump-coal over a 3-inch
screen ... ...

Eoom and pillar.

32 to 36 inches.

Flat.

In hard coal.

Good.

40 feet.

24 feet.

20 feet.
2.

10 tons. _

Is. OM. (25 cents) per ton ; after the
coal is shot and the track laid,
the loaders do not timber.

Sullivan continuous cutter.

5 feet 3 inches.

5 feet.

5 inches.

21 inches.

6id. (121 cents).
100 tons.

35 per cent.

1915-1916.]

DEAX — AMERICAX COAL-MIXIXG METHODS.

II. — State of Iowa.

Method of working
Thickness of seam
Inclination of seam
Nature of cutting
Character of roof...

Distance of props from face ...

Length of longwall

Coal loaded per loader per shift of 8
hours ... ... ...

Price paid per ton for loading after
machines, and packing

Type of ma<;hine ...

Weight of machine

Style of bar

Length of bar

Depth of cut

Height of kerf

Average lineal cut per minute

shift

Price paid per ton for undercutting...

Average output per machine per day 100 tons.

Percentage of lump coal over l^-inch
screen ... ...

Cost of laying track

„ haulage from coal-face to pit-
bottom

Previous output to main haulage per
man per shift ...

Present output to main haulage per
man per shift, including machine-
men ... ...

Price paid per ton for hand-mining . . .

Reduction in cost by machines

Longwall.

28 inches.
Flat.
Fireclay.

Shale 16 inches, with 4 inches of lime-
stone.
31 feet.
3,000 feet.

6 tons.

2s. 9id. (67 cents).

Sullivan.

4,800 pounds.

Chain.

30 inches.

4k inches.

36 inches.

500 feet.

lid. C22 cents).

90 per cent,
l^d. (3 cents).

4id. (9 cents).

21 tons.

5 tons.

4s. 9id. ($1 15 cents).

T^d. (15 cents).

Alternating current is used, and two-tliirds of a kilowatt is
consumed per ton of coal produced. Tlie depth of the undercut is
only 30 inches, because this is the maximum depth allowed by the
1914 agreement between the United Mine Workers of America
and the Iowa Coal Operators. There is a seam of coal in Iowa
only 15 inches thick, which is being undercut by alternating-
current machines to a depth of 2 feet. Union labour is not
employed at this mine.

Method of working
Thickness of seam
Inclination of seam
Character of roof

III. — State of Pennsylvania.

Room and pillar.
... ... ... 8^ feet.

... Flat to 6 degrees.
Tender.

82 TRAXSACTIOXS — THE NORTH OF EXGLAXD IXSTITUTE. [Vol. Ixvi.

in. — State of Pennsylnania. — Contimied

Distance of props from face

Maximum distance between props ...

Width of rooms

entries

,, pillars

Number of loaders per place

Coal loaded per loader per shift of 9

hours ..• ■••

Type of machine

Depth of undercut

Average lineal cut per shift

6 feet.
U feet.
12 feet.
10 feet.
1.5 feet.
1 to 3.

Api^roximately 12 tons.
Shortwall.

7 feet.
110 feet.

Note. — As the loaders in this mine are paid by the car and not by weight,
any further data would not be reliable.

IV. — State of Alabama.

Method of working

Thickness of seam

Inclination of seam ...

Nature of cutting

Character of roof

Distance of props from face

Width of rooms

entries

,, pillars

Number of loaders per place

Coal loaded per loader per shift of 9

hours ...
Price paid for loading ...

Type of machine ...

Weiglit of machine

Style of bar

Depth of cut

Average lineal cut jier minute

shift ...
Price paid per ton for undercutting.
Electromotive force at switchboard .
Loss in cable
Current

Power delivered to circuit
Power expended by motor
Energy used per ton produced

Price paid -pev ton for hand-mining.
Previous output per man at the face.
Reduction in total cost by machines.

Room and pillar.
51 feet.
2 degrees.
Medium hard coal.
Sandstone.

7 feet.
40 feet.
16 feet.
30 feet.
1.

8 tons.

Is. 5gd. (35J cents), which includes ex-
plosives, track-laying, timbering,
and pushing the cars to the room
necks.

Jeifrey shortwall.

4,400 pounds.

Chain.

5 feet.

2 feet.

100 feet.

4id. (9 cents).

250 volts.

20 per cent.

75 amperes.

25 horsepower.

20 horsepower.

1-35 kilowatt-hours, or 100 tons per
machine = 15 kilowatts for 9
hours (at face).

2s. 4|d. (57| cents).

5 tons.

Approximately 5d. (10 cents).

1915-1916]

DEAN AMERICAN COAL-MIXIXG METHODS.

Electricity. — All the machines described are electrically
driven, this being the modern motive power in American mines.
Severe, and sometimes bitter, competition compels the owner to
adopt the cheapest methods, and perhaps occasionally to take
some risks. When trailino: cables are attached to stationary

Fig. 48. — Electric Trolley-locomotive.

Fig. 49. — Electric G.\therixg Locomotive.

conductors, they are merely hooked on to bare positive and nega-
tive wires.

Cost of Machines. — Shortwall machines cost from £200 to
£350 each, but some of the £200 machines have not answered
very well. An "Arcwall"' machine costs £650. Longwall
machines run about £400 each.

84 TRAXSACTIOX.S — TlIK XOimi OK KXIJLAXJ) IXSTITL'TE. [Vol. Ixvi.

Locomotive Haulage. — Tins iu itself is a big subject, and the
writer does not propose to deal with it at anj' length here. It
has been touched upon in previous papers and discussions; but
he wishes to call attention to the fact that the use of locomotives
is not confined to easy gradients. Fig-. 47 shows a Goodman
rack-rail locomotive used for transportation in '* hilly " mines,
and applicable to haulage work on all gradients up to 1 in 6.
There are a great many such locomotives at work. The number
of electric storage-battery locomotives in use is rapidly increas-
ing. Figs. 48 to 50 show types of electric trolley-locomotives.

Fig. 50. — Electric Trolley-locomotive.

Surface Plants.— li is not customary in the United States to
build elaborate surface equipments at bituminous mines, as the
mines do not, as a rule, have long lives. It can be said that the
average bituminous plant is not " a thing of beauty" ; nor does
one often see a " beautiful " mining village. Politicians of a
certain type, and even women's organizations, have had much
to say from time to time about poor housing accommodation, and
the general " depressing" aspect which they claim pervades coal-
mining communities. Their frequent remarks brought forth a
satirical poem by Mr. Berton Braley, which was published in
Coal Age.*

Coiuhision. — Previous papers recently communicated by the
writer have been discussed at considerable length, especially by

* 1914, vol. vi., page 411.

yg "Modcr/ij.

VoLL..rM.\TEl\.

\ USEP IN West Virginia

Fig 7.— End View.

'<U77 0 _ o.u A. .p. ^q p_. o o o <>_..?.

C*ST STEE

< 36-INCH Gauge >

Fig 8.— Rear View

rir

USED IN THE PoCAHONTAS COALFIELD

...... Fig n End View

'P.eidJeCoc-.pyL'^Wi

T0J..LXVI.PIATEI.

^iffiLilfote .^/^'SimMfJ /Je^ifts fhpfru7i iVaiicr/i Jnie/ican Coal mi/u///! . Vet/iocbMr//i somf Qjifipori.sons'.'

^ Figs 5 TO 8.-ALL-STEEL Railway Type of Mine-car oSEn in West Virqinii

Vol I... PiuvrF. I\ '.

Oak Bottom

Fig 5 - Side E

FiQ 3-End Vie

Flo. 2.- Plan of Bottom

- I-

YW HE

^ ■=;

."'"

'-.-.-— Trr::^

• ...

""^inW-iii"

il ■

; V

• J,

Figs. 9 to 12.-Mine-car us
Fig. 9.-S1DE Elevation

Fia IO.-Plan of Bottom

1 i.fe!j^i^i^

/ 1

i - .- ■-.

-i-J

^oiaw.iu- '-

'.r.

IhnsntiuniJSli ISK

Vf,t.l.Xri.PLArKl.

J-Prii » Cocp'L" »mr..Oev,<ml|r~

1915-1916.] UISCUSSIOX AMERICAX COAL-MIXIXG METHODS. 85

American mining engineers. These discussions liave been har-
monious and instructive, and a special invitation is extended to
engineers in America and other countries to take part in the dis-
cussion of the present paper. The writer hopes that managers
will endeavour to explain why they employ tubs of small
capacity, and he feels sure that the views of mining engineers
in South Wales, who are connected with mines where tubs of
larger capacity are in use, will be valuable. American engi-
neers can say what the result would be if they were some morn-
ing to receive telegraphic instructions from their owners to dis-
card their 3 and 4-ton capacity cars and replace them by cars
capable of holding only half a ton.

Mr. AV. H. RouTLEDGE (Abergavenuy) wrote that, in view
of the constantly increasing costs and reduced output per man
in this country, Mr. Dean's paper provided grounds for grave
consideration on the part of colliery-owners and managers.

The recent greatly accelerated adverse conditions had no
doubt been brought about by " political " reasons and legisla-
tion. Any comparison of other countries or methods with South
Wales was extremely difficult, on account of the conditions being
widely different. Having had some experience in South Wales,
he (Mr. Eoutledge) could not therefore see any semblance of
ground for a parallel.

Mr. Dean had affirmed his opinion " that the principal.
reason why the United States of America leads in production
per man is because large-capacity mine-cars are used in American
mines." There was no doubt that in many cases in South Wales
the number of trams or tubs filled per man counted in the day's
work, irrespective of whether they contained 1 ton or 25 cwts.
each. This was proved by the constant pressure that had to be
brought upon the coal-getters to fill the trams or tubs up to their
carrying capacity. This, however, did not explain the position.
It did not occur even to some of the officials that 1 cwt. more
or less difference in the loading of a tram or tub in a fairly large
collieiy made a difference of 20,000 tons of coal per annum, or,
in other words, a month's output of coal. When one con-
sidered, however, that all standing charges had to be met,
whether for the larger or for the smaller output, it was obvious

VOL. LXTI.— 1915-1916. 7 E

8t) TRAXSACTIOXS THE XORTII OF 1;\(;LAX I) I VS'lITrTK. [Vol. Ixvi.

that it made a difference in the earning power of the particular
colliery.

In regard to large trams or tubs, South Wales was the-
pioneer in this respect. For over 50 j^ears trams having a
capacity of 2 to 3 tons had been extensively used, with a gauge of
3 to 3^ feet, and with rails weighing- 75 pounds to the yard.
On comparing these large trams or tubs with those at other
collieries (even in South Wales) where smaller trams or tubs were
used, it had not been found that the output of the coal-getter
using the larger trams was any better than where the smaller
trams were adopted. As a matter of fact, the largest outputs of
coal in South Wales had been from collieries where 25 to 30-cwt.
trams were in use. The comparison in regard to outputs, there-
fore, could not be made of large versus small trams or tubs.

The adoption of a large or small tram or tub at any colliery
was governed by local conditions — the work entailed and the cost
of maintaining roadways being the principal factors. When it
was remembered that the South Wales coal-getter was employed
much of his time in repairing his roadways to the face of the
stall, it made the comparison with other coalfields useless. The
coal was worked chiefly by longwall, the stalls being 11 yards
apart, with a roadway to each 40 or 50 yards long, under the
control of the coal-getter, and any repairs had to be paid extra
apart from the tonnage rate paid to the coal-getter. The cost of
repairs in some cases exceeded the wage paid for actual coal-
getting. It was quite common in South Wales for 50 per cent,
of the coal-getter's earnings to be on account of repairs to his
roadway. This was the sole reason why the output per coal-
getter was the lowest in the United Kingdom. There was little
incentive for the coal-getter to produce the maximum output of
coal, or to reduce the deadwork. In addition, owing to the pre-
vailing system of boy employees at the face, it would be almost
physically impossible for such boys to fill a tram containing over
2 tons of coal.

The use of coal-cutting machines and face-conveyors had been
introduced in South Wales ; but, as the coal-getters insisted on
and obtained terms of remuneration exceeding the advantages
gained in reduced cost and increased output, little progress com-
paratively had been made. The whole tendency (as was well
known) was for the Miners' Unions to advise the men to reduce

1915-1916.] DISCUSSION AMERICAN COAL-MIXING METHODS. 87

individual effort, so that more men should be employed to per-
form a given amount of work.

In all coaltields, with the exception of South Wales, the
amount of coal sent out governed the wages of the coal-getter.
Any imjuovements introduced would necessitate a wholesale re-
organization of the system of labour; and the principle of pay-
ment by results was the only means that could be indicated to
bring South "Wales into favourable comparison with other coal-
fields.

Mr. Dean deserved the thanks of the members for giving such
valuable information in regard to the types of trams or tubs,
coal-cutters, and face-conveyors used in American mines.

Mr. John Gibson (Kilmarnock) wrote that Mr. Dean was to
be heartily congratulated on his fresh, vigorovis, and original
paper. Undoubtedly very great reciprocal advantages would
result from a freer interchange of views between American and
British mining engineers.

He (Mr. Gibson) was in hearty agreement with much that
Mr. Dean had stated with regard to trams. He (Mr. Gibson)
had drawn attention, in his paper on " Mining Economics :
Some Notes and a Suggestion,"* to the importance of knowing
the contours of all or nearly all drawing-roads. The size of the
tram was closely related to this, and little or no co-ordinated
thought was given to these matters in this country. Seemingly,
they ordered these things better in the United States of America.

Mr. Dean thought that the reason why America led in pro-
duction per man was on account of the large cars used. This
was a very plain issue, and it would be well to see how it stood
the test of logic. Mr. Dean stated that in Pennsylvania the aver-
age capacity of the cars was about 3| tons. Now, if the output
per man was increased by large cars, why this limit of 3^ tons ?
Why not 7, 14, 21, or 28 tons? Everyone knew, of course,
that the car was a compromise, and that the conditions of the
mine permitted only a limited measure of the logical. To call
for large cars, without a knowledge of the conditions in each
particular case, was akin to crying for the moon.

He (Mr. Gibson) did not argue that the use of larger cars in
many English mines might not be advantageous. It was a

* Trans. Inst. M. E., 1914, vol. xlvii., page 250.

88 TRAXSACTIOXS— THE .NORTH OF E^-GLAXD INSTITUTE. [Vol. Ixvi.

question in every case of cost, and one to he determined by a
knowledge of the particular conditions of the mine, and a sym-
pathetic consideration of the practices and prejudices of the
local miner. A careful study of these pros and cons by an
engineer \^ersed in economic science would determine the size
of the car, whether large or small.

To take an example in this country : generally speaking, the
trams in South Wales were much larger than those in Lanca-
shire, and the difficulties of the seams were not greater. Was
the output per man greater in the former than in the latter? So
far as his experience went, the output per man in South Wales
was the lowest in the United Kingdom, and was in a large
measure due to the trams used being too big. As for the output
per man, he would take Mr. Dean's smallest seam of 28 inches.
With a flat working-face 1,000 yards long such as he had
described, there would be no difficulty in Scotland in producing
an output of 5 tons per man with 10-cwt. trams. How would
the 3|-ton trams do under these conditions? Let them take as
an example a colliery working two seams, one 18 inches thick,
with a sandstone roof and a hard floor, the other 27 inches thick,
with fireclay roof and floor ; inclination of the seams, 1 in 20 to
1 in 3 ; and with faults- and whin intrusions occurring on the
average every 70 yards. The quality of coal was second rate,
' but the colliery was a commercial success. The trams held 8
cwts., and every ton of coal went down one self-acting incline
at least.

With regard to electric locomotives, it was idle to advocate
their use in this country, as the law made their introduction
practically impossible. In any case, the principle of their appli-
cation for traction limited their use to light gradients. If he
was wrong, perhaps Mr. Dean would cite a few examples of work
done by them on inclinations of 1 in 15, showing how they worked
better than rope haulage.

With respect to machine-mining, Mr. Dean had expressed the
opinion that it appeared to be only a matter of a few years before
hand-mining became extinct in bituminous coal-mines. Lest
enthusiasts led them to suppose that machine-mining was the
best in all circumstances, it would be well to understand clearlj?^
the economic aspect of hand versus machine-mining. With raw
material and labour at present-day American rates, and with

1915-1916] DISCUSSION AMERICAN COAL-MIXIXG METHODS.

twentieth-century workshop organization, the mechanical engi-
neer could supply a machine for a given price. Mr. Dean had
mentioned £400 as the price of a longwall machine. He had not
stated the average miner's day wage, but if it were assumed to be
14s. (3^ dollars), then the cost of a machine was roughly 570
days' wages ; whilst, if the wage fell to 7s., the machine cost would
rise to 1,140 days' wages. In effect, while the price remained
at ±:400, the cost would be twice as great, and, of course, the cost
of spare parts would be at the same ratio. A rise in miners'
wages would have the opposite effect. Again, the tendency of
machine-mining in this country would seem to have the effect of
decreasing the efficiency of the hand-worker. This was reason-
able, as the lad who did not require to work with the pick in his
early mining days could not acquire in later days first-class pro-
ficiency.

He (Mr. Gibson) would venture to give the following as reasons
for the extension of mining by machines in the United States : —
(1) A plentiful supply of unskilled labour and a limited supply of
good miners ; (2) the fact that the mechanical engineers were
keen, progressive, and ingenious ; and (3) the keenness of competi-
tion, which had brought about a narrow margin between the
selling price and the cost of production. In the first reason lay
the necessity, the second supplied the need, and the third sup-
plied the force that trampled down all difficulties.

The members owed a deep debt of gratitude to Mr. Dean for
his paper, and none but could admire the work of the American
mining engineer as set forth therein.

Mr. Henry T. Wales (Swansea) wrote that Mr. Dean had
laid special stress upon the benefits which had been found to
accrue from the use of large-capacity mine-cars, and the results
shown were certainly such as would be very warmly welcomed in
South Wales if it were practicable to obtain them. The average
capacity of the mine-cars in the American anthracite region was
stated by Mr. Dean as 3i tons, which compared with an average
of 25 cwts. in the anthracite collieries in South Wales.

In comparing the relative advantages of large and small trams
or tubs, there were many considerations which had to be taken
into account ; but he did not think that it was in any case pos-
sible to leave out of sight the fact that, to a greater or less extent.

90 TRANSACTIONS THE NORTH OF ENGLAND IXSTITlTi;. [Vol. Ixvi.

there must be a certain amount of actual handling? and moving
of the trams, both empty and loaded, by the workmen. There
was also the fact that it was not possible to carry the mechanical
haulage to the actual coal-face, and therefore the haulage must
be done in the stalls and in the subsidiary headings by horses and
ponies. These were reasons which tended to limit the carrying
capacity when the most suitable type of tram for any new mine
was being considered. Another important factor in the question
was the width of the road, and the possibility and cost of main-
taining it at that width so long as it remained in use.

Instances were cited by the author of cars with a width of
G feet 8 inches which would involve making a width of not less
than 13 feet in every stall-road, after allowing the necessary
room for the timber which would have to be fixed a few feet apart
in the majority of cases. It would be both difficult and expensive
to form such roads in the first instance, and the extra width of
about 4 feet more than was usual in the Swansea district would
give rise to heavy extra expense in maintenance ; it would also
undoubtedly result in frequent falls of the roof, which was in a
great many collieries traversed by numerous natural cleavages
and breaks, thus causing delay and interruption in working.

In his own district tKe average gauge of underground roads
might be taken at 2 feet 10 inches, and in a few instances this
gauge had been increased at new collieries to 3^ feet, but the
change had not been generally adopted, and, taking the newer
collieries as a whole, the gauge of road did not on an average
exceed 3 feet.

Mr. H. W. G. Halbaum (Cardiff) wrote that Mr. Dean, in
seeking to institute comparisons unfavourable to this country,
had quoted figures which appeared to be very striking. However
striking these figures might appear to be at first sight, the way
in which they discounted their own values upon closer examina-
tion was more striking still.

(1) The " modern " methods described by Mr. Dean were not
modern from the British point of view, which regarded safety as
an essential condition of modernity. For machines to cut to a
depth of 10 feet was in effect working 10 feet in advance of the
timbering. That would not be considered correct in this coun-
try— working so far before the roof-supports was here merely a
reminiscence of days long gone by. Neither would managers

1915-1916.] DISCrSSlOX AMERICAN COAL-MINING METHODS.

here think of hooking their trailing cables on to bare conductors,
and so forth. They had happily got beyond such antiquated
methods.

(2) The " modern " idea in this country was to extract all the
coal. Mr. Dean spoke in his paper of a 90-per-cent. extraction
as an efficiency to be envied. Apart from the Thick Coal of
Staffordshire, any manager in this country who was content with
a 90-per-ceut. yield would not be considered competent for his
place, and would be discharged.

(3) The "comparisons" instituted m the paper were not so
complete as Avas desirable. No doubt, Mr. Dean only professed
to make " some " comparisons, according to the title of the
paper. But he (Mr. Halbaum) thought that the British mining
•community did not care very much for comparisons which disre-
garded the relative effects on safety. He would therefore invite
Mr. Dean to include in his list a comparison of the injuries,
iatal and otherwise, sustained under the modern American

systems on the one hand, and those sustained under the " anti-
quated " British systems on the other hand. He could promise
Mr. Dean that, if the comparative statistics proved that
^' modern " American methods resulted in the higher standard
of safety, he would soon find the British mining community
adopting American methods. But, unless Mr. Dean fortified
his case in the way indicated, English mining engineers would
have to struggle on in the same old ruts as before.

(4) The comparison of national outputs instituted by the
author appeared to be referred to a false standard of appeal. In
the first place, it was a comparison of American machine-mining
with British hand-mining, and the two were not comparable.
They would be comparable only if the British had the same
proportion as the Americans of machine-mined coal in their
national output. But they had nothing of the kind, and he
would make Mr. Dean a present of the admission that it was
hardly to the credit of this country that such should be the case.
But he had no objection to the comparison of machine-mining
in one country with machine-mining in another. What he ob-
jected to was the author's comparison of the annual output per
man on the total national output. AVould Mr. Dean, for
instance, allow him (Mr. Halbaum) to take only the machined
■coal in this country and compare the output per man on that

02 TRANSACTIONS THE NOH'lIl OF i;X(".LA\l) INSTITUTE. [Vol. Ixvi.

with the output per man averaged on the entire production of
the LTnited States of America derived from every mine ? He
hardly thought so. Then it must be admitted that the same con-
sideration vitiated Mr. Dean's comparison of the output per man
in America (where more than half the coal was mined by
machine) with the output per man in the United Kingdom
(where but a small proportion was machine-mined). If they made
comparisons at all, they should make them fairly. For instance,
they might justly compare the output per man per shift attained
under equal natural conditions in American machine-worked
mines with the output per man per shift attained in British
machine-worked mines.

(5) Mr. Dean had quoted the x\merican figures in " short "
tons of 2,000 pounds each. That promptly depreciated the
American figures by 11'2 per cent, of their nominal values, and
that was an aspect of the case that should not be ignored.

(6) Coming to the author's comparative figures based on the
coal mined by machine only, Mr. Dean had proceeded on the
assumption that the British average per filler per shift was 7^
tons. In his (Mr. Halbaum's) experience, 60 per cent, or sa
should be added to that amount. He knew something of machine-
mining, both by punching-machines in narrow places and by
continuous cutting with various types of machines on longwall
faces, but he knew of nothing that would justify the 7^-ton
standard set up by Mr. Dean. On the contrary, he had found
that, even in a seam merely 3 feet thick, the fillers regularly
averaged from 11 to 13 tons per man per 8-hour shift. Mr. Dean
spoke with pride of a case where his fillers had often averaged IQ
tons per man per shift, although his tabulated results showed
that the average was sometimes very much less. It might,
therefore, surprise Mr. Dean to hear of a British mine, with a
seam 35 to 38 inches thick, where any man who regularly filled
only 10 tons (twenty 10-cwt. tubs) per day failed to earn the
" county average." Such a man was despised by his fellows
as a weakling or a shirker, and his employers looked upon him
as an undesirable who should be encouraged to quit and make
room for a better man. In the same seam, one man had filled as
many as fifty 10-cwt. tubs (25 long tons) in a single shift of 8
hours from bank to bank. Mr. Dean was, therefore, not entitled
to cast any reflection upon either the smaller tubs or the men

1915-1916] DISCISSION AMERICAX COAL-MIXIXG METHODS. 93

who filled theiu. His own tables, in fact, showed that as soon as
the American filler got into low seams, approximating- in thick-
ness to those available in the United Kingdom, his supposed
superiority either fell to zero or became a minus quantity.

(7) Besides swelling- the American fig-ures by " short " tons,
and depreciating the British fillers' average by using Mr.
Sopwith's quotation (of what his " datal " fillers did) as a
standard for the whole of British practice, Mr. Dean had ignored
the fact that, taken in the lump, the natural conditions were
very greatly in favour of the American miner. There were no
open-work coal-mines in this country, and it was unreasonable
to expect this country, with its thin seams of coal, all of them
underground, to compete successfully in respect of output with
the great coal-quarries of America. The great success of
''modern American coal-mining viethods^' was more or less a
myth, since the prosperity of American coal-mines was due far
more largely to the geological conditions that had obtained for
ages before there was a man on the planet.

(8) Some of the figures quoted in the four tables included in
the paper could scarcely be accepted, and he would ask Mr. Dean
to explain them. For example, in Table I., if the depth of the
cut was 5 feet and the " average lineal cut per minute " 21 inches,
how was it that the " average output per machine per day " was
only 100 tons? Then, in Table II., the " average lineal cut per
minute " was 3 feet, whilst the '' average lineal cut per shift "
was only 500 feet. Was the shift less than 3 hours in length?
Table lY. appeared to show that a "shift" in Alabama only
lasted 50 minutes, since the lineal cut per shift was only 100 feet,
although the " average lineal cut per minute " was 2 feet. Those
"comparisons" did not speak much for the superiority of
" modern " American methods. On the contrary, they repre-
sented either very poor arithmetic or execrably bad practice —
poor arithmetic, because an average of 2 feet per minute really
gave an average of 900 feet per 7i hours; or bad practice, if the
machine was simply "flitting" or standing idle and "eating
its head off " for three-quarters of the entire shift. Modern
methods in the old country would tolerate neither the one nor the
other. Otherwise, under the natural conditions which prevailed,
such "economies'" would laud half of the British collieries in
the bankruptcy courts, however well these economies might look
on paper.

l»4 TKANSACTIOXS — THE .VOimi OF EXGLAXD INSTITUTE. [Vol. Ixvi.

On re-reading- the foregoiny' remarks, the writer ad-
mitted that they appeared to possess a somewhat aggressive
tone, which, however, was not in accordance with his inten-
tions. He wished therefore to make it quite clear that
he warmly appreciated the many good points in Mr. Dean's
paper, and to record his conviction that the paper would
form a valuable addition to the Transactions. As to the
rest, it was proverbial that " comparisons were odious," and
Mr. Dean's comparisons did not entirely escape the common
taint. It was no reflection on Mr. Dean to say so much, and he
gave the author full credit for the best intentions and for
undoubted ability. But the fact remained that Mr. Dean had
considered methods with little regard to their influence on the
standard of safety, and that was quite at variance with British
ideas. He had also ascribed much to American methods which
might more truly be placed to the credit of natural conditions.
Furthermore (and without doubt, quite unintentionally), he had
taken a wrong standpoint in sujiposing that the average British
filler, working after longwall machines, only filled 7^ tons per
shift. Fillers paid by time might stop at that amount, and those
who employed fillers on time wages deserved just as much as the
fillers chose to do for them.' But it was no part of any moderately
well-organized scheme to pay fillers and machine-men by time.

The credit due to the United States was fully summed up in
the one statement that mining- men in that country had been
more prompt than their British cousins to recognize the value
of machinery at the coal-face. The rest of their success was
accounted for partly by the natural and partly by the political
conditions obtaining in the United States of America. "What was
wanted most in both countries was better industrial organiza-
tion all round, and less organization of the various opposing
factions. He thought this was equally needed in both countries,
and he regretted to say that in his opinion it would not be possible
io realize that aspiration for many a long day. Because, the first
principle of genuine organization was personal self-sacrifice on
the part of the, individual, and the very completeness of the
organization of each opposing faction demonstrated that the
popular idea of organization was to thrust any sacrifice required
on to somebody else's shoulders. There was as much difference
l>etween that and genuine organization as there was between

1915-1916.] DlSCrSSIOX AMKRICAX COAL-MIXIXG METHODS. 95

seven successive coats of jjaint aud the continuouvS solar spectrum.

Mr. AusTix Y. Hoy (London) wrote that, in comparing- tlie
837 tons per man per year produced in the United States with
the annual per-capita production of the United Kingdom, it
seemed only reasonable to point out that natural conditions
in the former country were, as a whole, probably much more
favourable to a high production per man than those in the latter.

While the writer had no official data at hand as to the relative
thickness of the seams that were being mined in the two countries,
perhaps it would not be far from the mark to say that the seams
which were worked to-day in the United States averaged twice
the height of those worked in this countiy.

The fact that the bituminous seams in the United States
had, as a rule, good roofs, and that they lay only 300 or 400
feet from the surface — or, better still, were worked by tunnels in
the hillsides — must certainly also be of material consequence in
making the production per man so high in relation to other
countries.

Ironclad continuous headers, as described by Mr. Dean, had
been used to a certain extent for narrow work in this countrj'
for the last year or two. While these machines had more than
justified their installation, it might be frankly admitted that it
had been found impossible to attain the same degree of efficiency
with them in thivS country as was reached in the United States.
A number of reasons accounted for this, two of which Mr. Dean
had brought out in connexion with the c[uestion of the size of
the tubs and the haulage problem, namely, light loads and the
prohibition by law of the use of bare trolley wires. The writer
had accordingly grave doubts as to the usefulness on any exten-
sive scale, for some time to come at least, of a 5-ton heading-
machine, as described by Mr. Dean, when a 22-ton machine had
found itself in most cases seriously hampered in flitting on
account of light roads.

There was, however, at present another factor which mili-
tated against the achievement of American continuous-heading
or shortwall machines in Great Britain of an efficiency of
more than perhaps 20 or 30 per cent, of that reached across the
Atlantic. This lay in the fact that the lay-OMt and organization
of American room-and-pillar mines was decidedly difierent from
the pillar-aud-stall or bord-and-pillar mines developed to meet

96 TRAXSACTIONS THE NORTH OF ENGLAND INSTITUTE. [^'"1 'xvi.

conditions in tlie United Kinprdom. The lay-out and organiza-
tion of these systems did not appear quite as well adapted to the
cuttins: of a number of contiguous places each shift, with a
minimum loss of time on account of the roads being blocked and
the places not being ready to cut.

He did not, for a moment, wish to imply that the American
room-and-pillar system or organization was necessarily adapted
to British mines where there was high coal and a fair top, and
where the longwall system could not for some reason be profit-
ably employed. This was a question on which he was not com-
petent to venture an opinion; but, as one interested in this
matter, he wished to emphasize the great difficulty as a rule of
using properly American continuous-cutting or shortwall
machines under present-day British conditions.

British colliery managers were not at all slow to adopt
improved coal-cutting machines, but were very ready to adapt
their mines to an improved machine when the changes were
economically possible. However, the changes necessary to work
a 2|-ton header to the point of cutting eight, ten, or even fifteen
places per shift in a British mine would be so extensive from
everj' standpoint (labour, legislative, and those of a strictly
mining character) that 'one could readily believe that any
manager would be conservative in the matter. It was to be
feared that the adoption here of a 5-ton machine, with the ideal
of fifteen or twenty places per shift, was a matter involving
much more seriovis modifications.

It was undoubtedly trne that British colliery managers and
owners had in the past been firmly of the opinion that it was
only in the field of headers that American coal-cutter practice
would be beneficial to them in reducing costs. This idea was
probably based upon the fact that in the United Kingdom about
three times as many longwall coal-cutters were employed as in the
United States, where only a fraction of the coal was produced
by longwall mining. Recent events, however, pointed emphati-
cally to the fact that certain radically different mechanical
features developed in the United States primarily for machines
for narrow work (such as continuous chain-haulage, the friction-
clutch, air-turbine motors, etc.), when properly applied, favoured
the construction of longwall coal-cutters of a very high degree of
safety and efficiency.

1915-1916.] DlSCrSSIOX — AMERICAlSr COAL-MINING METHODS. 97

For instance, Ironclad longwall machines, since they were
only 2i feet wide and used no rubbing posts, not only piomoted
greater safety, but under many roofs showed a considerable
saving in the cost of timbering per ton. The fact also that they
jibbed under in a few moments, and cut up to the rib with only
a slight delay, had allowed of their use to great advantage where
some longwall machines would work under a serious handicap.
The cutter-chain and jib construction developed in the United
States for holing in anthracite — and, what was far worse,
bituminous coal containing sulphur balls and " nigger-heads "
— had proved itself more than adequate for the hardest pave-
ment holing in Great Britain. On the other hand, the rapidly-
increasing use of these machines in South Wales in a soft and
tender coal — often with heavy roof-pressure on it — was evidence
that the jibs need not become bound in the cut, but that the
great flexibility and adaptability of the chain-haulage permitted
of their being readily freed in a few moments.

Accordingly, so far as coal-cutting was concerned, it was his
conclusion that it was mainly in the field of longwall machines
rather than in the field of machines for short faces and headings
that the United States could be of immediate service in assisting
the coal-industry of Great Britain to meet competition by
reducing costs and by raising the production per man.

Mr. John Beindley (Wolverhampton) wrote that he had
read the paper with much interest, and had been surprised to
find that it was practicable to deal with such large tub-loads of
coal in any ordinary mine. It was quite a revelation to him, as
compared with anything that he had hitherto seen attempted.
He took it, however, that in all cases where these large tubs or
mine-cars were in use, there were no shafts, but that the coal
was brought out of the mine through " day-levels," or " slants."
He did not think that it would be practicable to deal with such
huge tubs in ordinary pit-cages, unless the shafts were of very
large diameter, or rectangular in shape. No doubt the majority
of the members would be of opinion that such large tubs and
heavy weights would necessitate a very heavy and expensive
roadway, which in the majority of mines in this countiy would
also present great ditficulty in upkeep, particvilarly in wet mines.
Purthermore, as regarded the question of filling, he doubted

96 TRAKSACTIONS— THE NORTH OF ENGLAXD INSTITUTE. [VoLlxvi.

conditioiiii iu the Unitt'd Kiii-^doni. Tiie lay-out and organiza-
tion of these systems did not appear quite as well adapted to the
cutting of a number of contiguous places each shift, with a
minimum loss of time on account of the roads being blocked and
the places not being ready to cut.

British colliery managers were not at all slow to adopt
improved coal-cutting machines, but were veiy ready to adapt
their mines to an improved machine when the changes were
economically possible. However, the changes necessary to work
a 2^-ton header to the point of cutting eight, ten, or even fifteen
places per shift in a British mine would be so extensive from
every standpoint (labour, legislative, and those of a strictly
mining character) that one could readily believe that any
manager would be conservative in the matter. It was to be
feared that the adoption here of a 5-ton machine, with the ideal
of fifteen or twenty places per shift, was a matter involving
much more serious modifications.

It was undoubtedly true that British colliery managers and
owners had in the past been firmly of the opinion that it was
only in the field of headers that American coal-cutter practice
would be beneficial to them in reducing costs. This idea was
probably based upon the fact that in the United Kingdom about
three times as many longwall coal-cutters were employed as in the
United States, where only a fraction of the coal was produced
by longwall mining. Recent events, however, pointed emphati-
cally to the fact that certain radically different mechanical
features developed in the United States primarily for machines
for narrow work (such as continuous chain-haulage, the friction-
clutch, air-turbine motors, etc.), when properly applied, favoured
the construction of longwall coal-cutters of a very high degree of
safety and efficiency.

1915-1916.] DlSCrSSIOX — AMEEICAN COAL-MINIXG METHODS. 97

For instance, Ironclad longwall machines, since they were
only 2^ feet wide and used no rubbing posts, not only piomoted
greater safety, but under many roofs showed a considerable
saving in the cost of timbering per ton. The fact also that they
jibbed under in a few moments, and cut up to the rib with only
a slight delay, had allowed of their use to great advantage where
some longwall machines would work under a serious handicap.
The cutter-chain and jib construction developed in the United
States for holing in anthracite — and, what was far worse,
bituminous coal containing sulphur balls and "nigger-heads''
— had proved itself more than adequate for the hardest pave-
ment holing in Great Britain. On the other hand, the rapidly-
increasing use of these machines in South Wales in a soft and
tender coal — often with heavy roof-pressure on it — was evidence
that the jibs need not become bound in the cut, but that the
great flexibility and adaptability of the chain-haulage permitted
of their being readily freed in a few moments.

Mr. John Brixdley (AYolverliampton) wrote that he had
read the paper with much interest, and had been surprised to
find that it was practicable to deal with such large tub-loads of
coal in any ordinary mine. It was quite a revelation to him, as
compared with anything that he had hitherto seen attempted.
He took it, however, that in all cases where these large tubs or
mine-cars were in use, there were no shafts, but that the coal
was brought out of the mine through " day-levels," or " slants."
He did not think that it would be practicable to deal with such
huge tubs in ordinary pit-cages, unless the shafts were of very
large diameter, or rectangular in shape. No doubt the majority
of the members would be of opinion that such large tubs and
heavj" weights would necessitate a very heavy and expensive
roadway, which in the majority of mines in this countiy would
also present great difficulty in upkeep, particularly in wet mines.
Uurthermore, as regarded the question of filling, he doubted

100 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

Brinclley), from a personal knowledge of a large number of
mining men, could distinctly state that they were certainly not
born mechanical engineers. On the other hand he was only too
pleased to acknowledge that a number of mining engineers,
particularly in the North of England and in South Wales, were
also good meclumical engineers, but they were the exception
rather than the rule.

In conclusion, the moral to be drawn from the paper and his
remarks were that if the mechanical engineer held a more
prominent position and were better paid, a superior class of men
to those now holding such positions would be available, and
their employment would be of great benefit to colliery-owners and
to the coal-trade of the country generally.

Mr. G-. Blake Waliver (Tankersley) wrote that there was
doubtless much force in the statement of Mr. Dean that the
amount of coal produced per miner employed iu the United
States had very largely increased in recent years, and that the
cause for this was to be sought in the substitution of machinery
for human labour. Mr. Dean laid stress particularly on the
advantage of large-capacity cars, and had shown by his illustra-
tions of certain types of American mine-cars that it was practic-
able to get very large vehicles into a very moderate height.
Cars such as Mr. Dean had illustrated impressed the British
mining engineer at first with their impracticability, so far as
conditions on this side of the Atlantic were concerned ; but it
was largely a question of roofs, and there were no doubt many
seams where the roofs were suflficiently good to allow of very
wide roads being made along which such cars could be emploj-ed.
Mr. Dean had, however, also stated that these big cars were used
in cases where the roofs were bad.

The small British tub, or " corf " (as it was called in York-
shire), was the successor to the basket (for which the German
word was horh), and was about as big as two men could lift on to
the tram by which it was brought out to the shaft. The wooden
tub which succeeded it was not very much larger, and, with the
exception of South Wales, the pit -tub in use in this country had
not, as a rule, exceeded a carrying capacity of 12 cwts. A 12-cwt.
tub was already more than a youth could safely handle, unless
the seam was nearly level; and, when once a point was reached

1915-1916.] DISCUSSIOX AMERICAN" COAL-MIXIXG METHODS. 101

where a tub could not be handled by one man, it was not of great
consequence whether its size were increased four-fold or five-fold,
so long as it could be got into the workings of the pit. It must
then be moved by machinery. The class of labour which was
performed by putters, trammers, loaders, etc., was one of the
most troublesome elements of colliery personnel. The more these
persons were kept at the face the more work was got out of them,
and if a 3-ton skip or car could be moved by some mechanical
means, the less severe would be the work of these young men.

The American system of using wide gauges such as the
ordinary railway-gauge of 4 feet 8A inches doubtless arose on
account of the conditions of some of the seams in the neighbour-
hood of Pittsburgh which cropped out on the hillside, where
ordinary railway-trucks were taken into some of the thicker
seams, but when thinner seams had to be worked a modification
only of the railway-truck was adopted. The American managers
had thus grasped the idea that it was practicable to use these
large cars in the mine.

They also used the trolley electric locomotive and the com-
pressed-air locomotive for their underground traffic to a much
greater extent than was done in this country; in fact, the electric
trolley wire was not thought safe in the majority of English
mines. A compressed-air locomotive, so far as he had seen it at
work, was rather a terrible machine to have in underground
roads, but doubtless it would be employed where the gradients
were flat. In Germany compressed-air locomotives were fairly
well restricted to the cross drifts which were nearly level.

Machine-mining was, of course, developing rapidly in this
country as well as in the United States, and the more the labour
bill rose the faster would these machines be introduced. In this
country the longwall system had been found most convenient for
coal-cutting, whereas Mr. Dean stated that it was not popular in
America. No doubt there was much to be learnt from one another
both by British and American engineers, although the former
gravitated in one direction, while the latter adopted an opposite
course. What one must guard against in reading Mr. Dean's
paper was to discard as impracticable the system which was so
largely used in America, although with our limited shaft-room
and the limited width of our cages, it would probably be only in
new mines that large-capacity cars could be introduced. He

VOL. LXTI.— :91519I6. 8 E

102 TEANSACTIONS — THE NORTH OF ENGLAXD INSTITUTE. [Vol. Ixvi.

scarcely thought that mining engineers in this country would use
" dump cages " in any case, as the breakage of the coal was too
serious when such cages were used.

The President (Mr. T. Y. Greener) proposed a vote of thanks
to Mr. Dean for his very interesting paper.

Dr. J. B. Simpson seconded the proposal, which was cordially
adopted.

1915-1916] TRAXSACTIOXS NORTH OF ENGLAND INSTITUTE. 103

THE ^'ORTH OF ENGLAND INSTITUTE OF MINING x\ND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Held in the ^YooD Memorial Hall, Newcastle-upon-Tyne,

December 11th, 1915.

Mr. T. Y. GREENER, President, in the Chair.

The Secretary read the minutes of the last General Meeting,
and reported the proceedings of the Council at their meetings on
November 27th and that day.

The following gentlemen were elected, having been pre-
viously nominated : —

Members —

Mr. John Hogg, Jun., Mechanical Engineer, 154, Prospect Terrace, Eston,
Yorkshire.

Mr. RoBKRT Oliver, Colliery Manager, Cold Knott Collieries, Crook, County
Durham.

Mr. Arthur Edwind du Pasquier, Electrical Engineer, The British Westing-
house Company, Consolidated Buildings, Johannesburg, Transvaal.

Mr. John Robert I;obinson Wilsox, H. M. Divisional Inspector of Mines,
Westfield Drive, Gosforth, Newcastle-upon-Tyne.

Associate Member -
Lieut. -Colonel William Henry Ritson, V.D., Springwell Hall, Durham.

Associate —
Mr. Matthew Dixon, Colliery Under-manager, Middle fStreet, Walker,
Newcastle-upon-Tyne.

Students —
Mr. Pao Kin Chen, Mining Student, c o Messrs. Kaotze, Chen, & Company,

58, North Soochow Road, Shanghai, China.
Mr. Arthur Kkn.neth Dawson, Mining Student, Holme House, West

Auckland, Bishop Auckland.

104 TRANSACTIONS THE NORTH OK ENHiLANJ) IXSTITI'TK. [Vol. Ixvi.

DISCUSSION OF MR. C. W. CHATBR'S PAPER ON
"MINING IN BURMA."— PART I.*

Mr. C. W. Chater (Tavoy, Lower Burma) wrote that he had
read with interest Mr. J. Cogg-in Brown's remarks, to some of
which he would like to refer now, having visited the Uru (or Uyu)
valley in February and April, 1915. Unfortunately, he had
not read Mr. H. S. Bion's paper on the Uru gravels. These
gravels might be divided into three classes for the sake of
convenience, and these he would call (1) the hills of gravel
through which the River Uru runs; (2) the accumulations of
gravels forming " talus " and river-flats; and (3) the cleaned
and concentrated gravel in the present river-bed. He had not yet
visited the lower 40 miles of the river, but it was probable that
Mr. Bion referred to the gravel-deposits (2). It was also probable
that these would be poorer — with more barren overburden,
deeper, and more extensive — than similar deposits higher up the
river. The evidence of values in these deposits was shown plainly
by the numerous native workings where hundreds of small shafts
had been sunk. In nearly all such cases only the upper portion
of the gravel-beds had been worked, owing to difficulties arising
from water, the lower and probably richer part being perforce left
behind. Whether these gravels, together with the overburden
that would necessarily be worked with them, averaged a value
such as would repay working could not be ascertained by super-
ficial examination, but by practical systematic testing. The
gravels to which he (Mr. Chater) referred were those under (3).
The only practical way of testing these was by diverting the
stream. This was done during the last dry season by building a
dam across the stream (which ran about 20,000 cubic feet per
minute) and diverting it into an old channel at Mena, about 2^
miles up from Mamon. He had taken over the work personally,
and had carried out a practical test for 10 days. Due precautions
were taken by the writer cleaning up the sluice-boxes himself, by
superintending closely the cleaning of the dirty concentrates, by
drying, weighing, and locking up the clean concentrate, and by
picking out and panning throughout the period pans of dirt taken
haphazard both from the workings and when on their way to the
sluices. The recovery during the 10 days was 19 ounces of almost

* Trans. Inst. M. E., 1915, vol. xlix. , page 628 ; and vol. 1., page 14.

1915-1916.] DISCUSSION' — MIXING IX BURMA. 105

quite clean coarse o()]d-i)latiiuim concentrate, and the immediate
expenditure on labour, native supervision, and oil for the pump
was as follows : —

35 coolies at 12 annas per shift of 9 hours

Overseer and pumpman ...

Cost of oilfor the pump

t s. .1.

Rupees.

17 11 0

263

1 6 0

6 10 0

100

Total £-25 7 0 Rs. 383

This work was carried on at a locality wliere it had l)een learnt
from local evidence that there was good gold and jade, and the
foregoing figures must in no sense be used to indicate average
expenditure for the Uru bed. They might be taken, however,
with all due caution, as a confinnation of the conclusions that had
led the writer to .st<ite that the working of certain portions of the
Uru gravels ought to prove very profitable. Any great extent of
gravels of this average, which was over 1 dwt. to the cubic yard,
would not be expected ; but those of a lower value could be worked
at a profit with the help of a little machinery. Moreover, the
value of the jade recovered as boulders should be added. The
quantity recovered from the above working during about 3
months was valued on the spot at some thousands of rupees. He
understood that the average value of the ground in gold over that
period was not quite so good as when he carried out the test, but
was not far .short of 1 dwt. to the yard. When a depth of 15 to
20 feet was reached, the labour of delivering the material to the
boxes by hand became enormous, and about 80 per cent, of the
labour was engaged on removing big boulders, as funds did not
permit of the erection of a crane.

Although most of the jade output of the district had been (and
was still being) recovered as boulders which were originally part
of the Tawmaw Dyke (and others similar to it, on the presump-
tion that there were any), this dyke, if it extended underground
to even a shallow depth and retained its size and quality, should
prove of high commercial value. With the view of a.scertaining
this, he had now a pumping plant on the way up to Tawmaw. and
hoped that it would be set to work this season. The present
workings by Chinese and Kachins were A-ery primitive.

The market for jade was mostly in China at present, but
possibly no effort had been made to introduce it into any other
countries. The industrj' had only been tackled by the Chinese.

VOL. LXVI.-191o-131i;. ^ ^

106 TKANSACnoXS TIIK XOKTU Ol" K,\(;LAXI) IXSTITUTE. ['^'ollxvi.

Some jade ]ia<l, however, gone lately to America and Europe.
A possible use lor jade might be for linings and balls in tube-
mills, as it was exceedingly tough; also for knife-edges, pestles,

mortars, etc.

He knew that a considerable amount of literature had been
written on the Jade Mines district, but unfortunately he had
read very little of it. He could, however, as a miner, appreciate
the interest evinced in the district by those writers from other
points of A'iew.

He ought to have explained that in Burma the general term
" jade " was used, but the rock was, as Mr. J. Coggin Brown had
pointed out, really jadeite.

DISCUSSIOX OF ME. SAMUEL DEAX'S PAPER OX
"MODEEX AMERICAX COAL-MIXIXG METHODS,
WITH SOME COMPAEISOXS."*

Mr. Edward W. Parker (Anthracite Bureau of Information,
AVilkes-Barre, Pennsylvania) wrote that he had read the paper
with much pleasure, and must congratulate Mr. Dean iipon the
complete manner in which he had covered the situation.

He could not say, however, that he agreed entirely with Mr.
Dean that the principal reason for the lead of the United States
in the production of coal per man was the large capacity of the
mine-cars used in American mines. The most decided increase
in the production of coal per man in the last 25 years had been
in the bituminous mines. The increase in the production per
man in the anthracite mines had not shown the same progress,
although there had been the same tendency to operation. in
larger units in the anthracite mines, not only so far as the mine-
car was concerned, but in the number of cars to a trip, in the
size of the breakers for the preparation of the coal, and in the
size of the cars in which the coal was transported to market.
Until the last year or two, however, no anthracite had been mined
by the use of machinery. On the other hand, the use of machines
in the production of bituminous coal had shown a phenomenal
increase. In 1891 only about 5^ per cent, of the total output of
bituminous coal was won by the use of machines, whereas in

* Tran>i. Inst. M. E., 1915, vol. 1., page 170.

1'J15-191G.] DISCrSSTOX AMEUICAX COAL-MIMXG iir.TI10]).S. 107

191;5 more tlian 50 per cent, of the production was macliine-
niined. Moreover, there had been a marked increase in the
average capacity of the machines themselves. In 1901 the pro-
duction for each machine was less than 11,400 tons per annum,
whilst in 1913 it was nearly 15,000 tons per annum. He was
strongly of opinion that it was this increase in the use of
mechanical methods that was principally responsible for the
larger production per man in the United States, as compared with
the results accomplished in European mines. An e^en more
striking comparison would be shown if it were not for the limita-
tions placed upon the more modern machines by the trade-union
regulations. This was mentioned by Mr. Dean, who spoke very
justly of the manner in which the efficiency of the shortwall
machine was reduced by the limitations put upon the number of
men who were allowed to load after the machine had done its
woik.

He regretted to state that Mr. Dean's criticism of the rather
unsightly surface improvements in the bituminous coal-mines
of the United States was warranted. There was, however, he
thought, a tendency there, as in the other coal-regions, towards a
more aesthetic attitude than there had been in the past. In
the anthracite region this was particularly- noticeable, and the
new breakers in this region were constructed of steel, concrete,
and glass. In their very nature they were not of architectural
beauty, but the surroundings were made as attractive as possible
by landscaj)e gardening, and by the construction of auxiliary
buildings that were not blots upon the landscape. He wished that
it had been possible for Mr. Dean to have visited one or two of the
bituminous camps where some attention had been given to the
better construction both of the company's buildings and of the
miners' houses. Examples of these might be cited in the town of
Phillips (Pennsylvania), where the H. C. Frick Coke Company
had built a model village; in the city of Earlington (Kentucky),
where it had been said that the St. Bernard Coal Company' had
made "the desert blossom as the rose; " and in Jenkins (Ken-
tucky), where the Consolidation Coal Company of Baltimore had,
within the last few years, developed a large property and con-
structed an ideal city in a region which four years ago was
penetrated only by trails and hunters' paths.

He would like to add that the technical portion of Mr. Dean's

108 TRAXSACTIOXS— THE NOHTII Ol' EXGLAXJ) IXSTITUTK. fVollxvi.

paper on the different types of machine and their methods of
operation was above criticism.

Mr. AV. K. WiLSOX (Fernie, British Columbia) wrote express-
ing- with pleasure the trouble and pains taken by Mr. Dean in
dealing with the various details that pertained to the very
interesting- subject of his paper.

He (Mr. Wilson) had had experience in England, Germany,
the United States of America, and Canada, in the planning- of
mines and plants, and in responsible management. In adding
his views to those already expressed by Mr. Dean, he would say
that experience had taught him that the higher production in
tons per year of contract miners on tlie American Continent
might be said to be due to the following- causes : —

(1) The men employed at the coal-face in the United States
worked longer hours per shift than the averag-e British coal-miner.

(2) Contract miners on the American Continent came from
all the countries of Europe. Their initative was more fully
encouraged by the mining laws of the United States than
appeared to be the case with the more restrictive laws of Great
Britain.

(3) It might be further inferred, from what had appeared
from time to time in the Transactions, that the influence of labour
unions exercised a considerable restraining influence upon
individual effort.

(4) The large percentage of machine-mining in the United
States at least increased the average productive capacity hj about
I ton per miner jier day over and above what the total returns
would show if all mining in the United States was performed by
hand.

(5) In regard to the larger size of the mine-cars used in great
variety in the United States being helpful towards increasing the
output per employee, there was no question as to the accuracy of
this view. For example, the more that this iniportant branch of
mine labour in the general system of haulage was reduced, the
greater would be the saving in actual haulage labour cost. Miners
when loading a 10-cwt. car had to make eight movements that
used up time while 2 tons of coal were being loaded. If the
miners changed their own tubs, they must of necessity use (or
waste) the time that was required to do this work. If haulage

1915-1916] DISCUSSIOX — AMERICAN COAL-MIXING METHODS.

109

liaiids did the clianging, tlie same measure of lost energy must be
accounted for when considered in rehition to manipulating a well-
rigged car that carried from 1^ to 2 tons of coal.

(6) There could not consistently be a general fixed rule for
mine-tubs or pit-cars. Beds of coal varying in thickness and
numerous other conditions that accompanied mining in the
different coalfields in America made such a rule inexpedient,
and resulted in false economy. For example, the presence of
tender friable roofs necessitated the establishment of modes of
timbering that made it inexpedient to use a car of not more than
certain dimensions. The same remark might be used about beds
of coal that were less than, say, 4 feet thick, where heavy dead-
work such as lifting the l)ottom or taking down the roof would
he necessary in order to provide space for the proper manipulation
of the cars. The pitch or grade of the coal-beds also constituted
a factor that should not be overlooked in mine-car organization.

In the case of a coal-bed 3 feet thick and pitching 35 degrees,
it might consistenth- with all the circumstances be' worked
from the working-face with modern shoots right down to the
main haulage-levels. In a case of this kind 2, 3, or 4-ton cars
could be expeditiously used, without excessive deadwork charges
being incurred in preparing main-level roadways for motor and
large-car haulage.

Again, if the coal-bed were 3 feet thick, and the pitch did not
exceed, say, 10 per cent., there would be a new set of haulage
conditions to consider, namely, the propriety of keeping the car
up to the face, v.hich implied that, instead of shoots being used on
which to slide the coal down to the main levels, either the roof
would have to be taken down, or the floor lifted to make the
roadway dimensions suitable for the car. In circumstances of
this kind a car that carried from 1 to about li tons of coal might
be planned to meet the conditions, and could be operated at less
cost than a tub that only carried 10 cwt. of coal could be
manipulated.

In the mining practice of the United States strong compact
pit-cars were often built, to carrj- li tons of coal, that did not
weigh more than 11 to 12 cwt. when empty, with wheels 15 and
18 inches in diameter, operated on tracks with gauges that
varied from 3 to 3i feet.

It might be added in conclusion that after 40 years' continued

110 TRAXSACTI(3NS — THE XOKTH OF KXCi^^AXD IXSTlTrTK. [Vol.lxvi.

experieiue in nuittois of this kind, one was led to tlie l)elief that
a raiue-mr or tub to be nearly suitable for all the varying con-
ditions that he had encountered should be constructed as
follows : — When the general condition of mine-timbering would
allow a space of not less than 6 feet between stationary timbering,
the gauge of track should be 3i feet ; the length of the cars over
the bumpers, 8 feet; and the capacity of the car in coal-load, li
to 2 toQS. The weight of the car when empty should not exceed
12 cwt. This gauge of track afforded ample room in which
either men or horses could work, and complete stability for any
kind of motive power or traction power that it might be desirable
to use.

Mr. Edward H. Coxe (Knoxville, Tennessee) wrote that the
questions of mine-cars and tracks brought out by Mr. Dean were
both extremely important features in mining.

Where the thickness of the seam would permit, the writer
was of opinion that the larger the car was (up to a capacity of
3 or 3| tons) the better, as a large car could be handled as quickly
as a small car, and, as suggested by Mr. Dean, the time spent
in topping, tramming, and waiting was thereby reduced. The
haulage cost was also reduced, as it did not take any longer to
gather and switch a large car than it did a small one. It was the
opinion of the writer, however, that a car became unwieldy when
of a larger capacity than 3h tons.

With regard to the question of topping, the writer did not
advocate much topping, if it could be avoided, on account of the
fact that the coal was knocked off the cars and ground
up. This resulted in dirty tracks, with the consequent
cost of frequent cleaning, and a dust-laden atmosphere, with the
accompanying danger of dust explosions. The writer would
rather advocate a car of sufficient capacity to carry the desired
load, which should be rounded slightly above the top of the car,
where the thickness of the seam would permit this, especially in
the case of mechanical haulage, when the cars were subjected to
hard jolts. In order to prevent the spilling- of dust along the
roads, cracks in the cars should be avoided, and solid cars (that
was, without end gates), and the use of rotary dumps were recom-
mended. The maintenance cost of this style of car would also
be less than in the case of cars with end gates.

1915-1916.] niSCUSSIOX AMEEICAX COAL-MIXIXG METHODS. Ill

As suggested h\ Mr. Dean, roller-bearing wheels greatly
increased the haulage capacity, allowed of increased output with
the same ef|uipment, and reduced the haulage cost.

With regard to the increased danger resulting from the use
of electric haulage, it had been the experience of the writer that
this did not exist to a material extent if the voltage was kept
down to 250, although he had known of a number of fatalities
resulting from 500-volt electric haulage.

The writer advocated a track-gauge of 3^ to 4 feet as being
well adapted to mine use, as it allowed room for clearance and
ditching without excessive width of entries or excessive overhang-
to the sides of the cars.

With regard to the weight of rails, he (Mr. Coxe) advocated 40
to 60-pound rails on main roads, according to the thickness of
the seam and consequent size of equipment, with 30 to 40-pound
rails for secondary roads, and 16 to 20-pound rails in rooms.
Steel ties were advocated in rooms, especially in thin coal, in
order to save height. Substantial ties, extending at least a foot
on each side of the rail, should be used in headings.

Mr. Haeeixgtox Emeesox (New York City) wrote that he
had read Mr. Dean's paper with great interest and advantage
to himself.

While coal-mining was merely one of many sub-divisions of
the work of an " efl&ciency " firm, it might prove of value to
summarize some of the experiences of the firm with which he
was connected.

It was often sceptically asked how it was that an efficiency
engineer could go into a business in which his experience was
small, if not nil, and advise competent and experienced men
who had spent a successful life on the work as to its manage-
ment and operation. The specialist could give valuable advice,
because there were certain general phases of engineering applic-
able to all industries. As to these general phases he was com-
petent, first, because he had seriously studied them, and,
secondly, because he had had very wide and unusual opportu-
nities of applying them. Xo doctor would know as much
about a patient's wounded leg, and its pains and how it
happened, as the patient himself; but the doctor who had been
treating a thousand legs in all sorts of states on several battle

112 llf.VXS.U^riO.XS — TIIK NDinir OV ENGJ.ANI) IXSTTTr'IK. [Vol. Ixvi.

fronts for fifteen months knew far better what was good for the
leg- than tlie patient.

The efficiency engineer tabulated the flow of money through
a coal-mine from the first expense until the final return in cash
for coal sold. This flow was a very complicated matter, requir-
ing a whole system of stop-cocks, meters, and gauges. "With a
given system of circulation, the flow should be as frictionless,
as rai)id. and as A'olumiiious as possible, and the difference in
level between the first expenditure and the final return as large
as possible.

Without a diagrammatic analysis that not only showed the
usual balance-sheet, but, in addition, indicated where the assets
and liabilities momentarily were, how fast they were shifting,
by whose authority, into what records, and without friction, it
was usually impossible to tell where the biggest leaks were
occurring. For instance, the difference in value between one
man and another, both drawing the same wages, was sometimes
as much as 100 per cent. A method of selection and assign-
ment of employees that resulted in having each job filled by
the best available man would often do more to lower costs than
any amount of improved, equipment.

He had known the same man, under different methods of
supervision, to vary in oiitput from four units to forty. In
America two evils were almost universal — (1) over-equipment,
and (2) under-supervision.

The four important considerations in any industry were (1)
not to over invest; (2) to use the most suitable units, whether
men, mat-erials, or machines (equipment generally); (3) to stan-
dardize operating and maintenance costs and attain standards ;
and (4) to obtain the rational maximum from each unit.

The law of dependent sequences here came into play. Depen-
dent sequences were at once the cause of modern low efficiency,
and they were also the salvation of the efficiency engineer. If
six operations were in dependent sequence, as when a man
gambled and only received back on an average 90 per cent, of
his stake on each turn, at the end of six turns he would have
only 53 per cent, of his original stake left. On the other hand,
the banking gambler who won 10 per cent, on eveiy throw, at
the end of six throws had increased his capital by 77 per cent.
The usual manager was so busy with his big problems that he

1915-1916.] DISCUSSION— AMERICAN COAL-MIXIXG METHODS. 113

overlooked the small autl avoidable percentage that was working
against him at every step. The efficiency engineer aimed not
only at reaching a practical efficiency of 100 per cent, (not a
theoretical 100 per cent.), but he aimed at reaching 110 per
cent., not by some spectacular change in equipment, men, or
methods, but by the microscopic improvement of many steps.
Moreover, as the aim of the efficiency engineer was to achieve
the greatest improvement in the shortest time at the lowest
expense and with the least effort, he did not apply remedies in
theoretical sequence. He concentrated his attention on the
.serious leaks wherever they occurred. A leak of small per-
centage, but of large volume, might be far more serious than
a leak of big percentage, but of small volume. It might be
more advisable to stop easily and immediately a leak of small
percentage than spend a long time on a leak of serious propor-
tions.

Mr. I. C. Parfitt (Jerome, Pennsylvania) wrote that he had
read Mr. Dean's paper with much interest, and was greatly
impressed by its scope and comprehensiveness. He did not wish
his remarks to be construed as adversely critical, but would like
to have them considered as explanatory and suggestive. There
were many details that went to form the general phase of in-
dustrial life, and especially was this true in the United States of
America. This general aspect was often very different in
character from that of the factors that produced it. He had
endeavoured to explain some of these details, and to show their
bearing and relationship to the general result.

So far as his personal experience and observation went,
which, unfortunately, had been limited to a very small section
of the United States, he would say that he regarded the cause
for the pre-eminence in the production of coal per man in
America, as compared with that of other countries, as being due
primarily to the development and establishment of the mecha-
nical coal-cutting machine rather than to the use of a mine-
car of large capacity.

That a car of large capacity had been a very important contri-
butory factor was unquestionably true ; but, where the produc-
tion depended upon, or was the measure of, the collective
individual capacity of the miner, as in pick-mining, the amount

1 14 TKA.VSACTIOXS TIIK XORTH OF EXOI.AXD IXSTTTFTK. [Vol. Ixvi.

was (leteiininate for any given seam, and would not be affected
by tlie sisie of the car, but would depend upon other conditions —
principally the tliickness of the seam and its cleanness.

A man was capable of exerting only a definite amount of
natural energy. If this energy was expended upon a seam 6
feet thick, it would produce practically twice the amount of coal
a-s the same energy when exerted upon a seam 3 feet thick.
The same remark was true with reference to mechanical
power, with this advantage in favour of the latter — that it was
capable of longer continuous application, and, therefore,
capable of a larger relative production when the element of
time was not taken into consideration.

In view of the foregoing facts, he could not agree with
Mr. Dean's statement that " the principal reason why the
United States of America leads in production per man is be-
cause large-capacity mine-cars are used in American mines."
When mechanical coal-cutting machines were used, the use of
the car of small capacity became impracticable, principally
owing to the fact that it would require too great a number to
meet the increased production; consequently, the mine-car of
large capacity became ,a necessity under these conditions.

The mine-car of large, as compared with that of small
capacity, had its advantages and disadvantages, the principal
of which might be enumerated as follows : —

Advantages. — (a) Saving of time in loading. Mr. Dean
had very clearly pointed out the importance of this feature. A
very decided saving in this and other directions would be secured
when the car was of such a capacity as to meet the required
demands without the necessity of " topping," or, as the term
was used in the United States, "chunking" or "lumping the
car."

(b) Reduction in number of rolling-stock units for a given
output, and a less proportional increase to meet a larger propoi'-
tional output. It was always an economic and desirable feature
in the operation of a plant to reduce the expenses to a minimum.
This in particular would reduce much of the expense incidental
to purchase, repair, replacement of stock, and the consumption
of power.

(c) An increase of output proportional to the production and
the capacity of the car, if the haulage power were increased to

1915-1916] DISCUSSIOX AMERICAN COAL-MIXIXG METHODS. 115

make tlie time of tlie trip ami the leugtli of the train the same
as that for smaller cars. Au increased output under anj^ con-
ditions required an increased expenditure of power. If the
increased output were proportionately greater than the increased
cost of power, the condition mio-ht be regarded as adyantageous,
otherwise it would be objectionable. This consideration might
be regarded as academic.

Disadvantages. — {a) The necessity for the maintenance of a
secondary haulage (generally animal) on moderate and heavy
grades. Even with the use of the size of rails mentioned by
Mr. Dean in room-work, and the improvement in car construc-
tion, it frequently required the efE'orts of five or six men to push
a large-capacity car from the point of delivery by the motor to
the working-face ; and, unless a secondary haulage was main-
tained to meet such conditions, places of this character could
not be worked ; while with cars of small capacity one or two
men could handle the cars easily to and from the working-face.

(&) Longer delays in cases of derailment or wrecks, due to a
longer time being required to retrack cars, clean up the debris,
and repair damages to the road caused by the increased weight
of the cars and loads. When a train of large cars, travelling
at the velocity that was required in some of the mines, derailed,
the results were more disastrous and productive of greater delay
than those of a like train of small cars : for, despite the use of
"■ climbers " and other retracking devices, it happened quite
frequently that the cars were thrown into such positions that
the haulage power was not adequate to remove them, and it was
often necessaiy for the wrecked cars to be unloaded. A wreck
of this kind, especially in a timbered haulage-road, caused long
delays, sometimes necessitating the closing-down of the district
for an entire day in order to secure properly the overlying strata,
clean up the debris, and repair tbe road. Mr. Dean had con-
sidered this phase of the matter and its decrease by the main-
tenance of roads suitable to the weight that had to be trans-
ported; but it was an old saw that " where there are railroads
there will be wrecks," and, while good roads might decrease,
they would not eliminate wrecks, and while they might be less
frequent in occurrence, they would be no less disastrous in
results. The maintenance of good roads suitable for the haul-
age of small cars and their necessary equipment would attain

IIG TRANSACTIONS — THE NORTH OF KNGLAXD INSTITUTE. [Vol. Ixvi.

the same desirable feature of reductiou in the oeeurrenee of
wrecks.

(c) Increased size and strength of lioisting machinery when
the mine opening was a shaft. When the capacity of the car
was increased, the weight of the car, composed of the same
material, must also be increased. For the same output, the
same (or even a decreased) power might be used with a large-
capacity car as compared with a small car; but when the output
was to be increased in order to meet the increased production,
the size and power of the hoisting machinery must be materially
increased also. With the deep shafts that he (Mr. Parfitt)
understood existed in the British Isles and Continental Europe,
the question of an increased hoisting power to meet the equivalent
output of an American mine would demand serious considera-
tion. Deep shafts in either the bituminous or the anthracite
regions of the United States were conspicuous by their absence,
and mining engineers there had yet that problem with which to
contend. In the West Virginia field, where a large part of the
data used by Mr. Dean seemed to have been collected, there were
very few shaft mines. The larger part of the Coal-Measures at
present worked were situated at considerable elevations above
the narrow defiles of that mountainous region, and were in the
majority of cases drift-openings, from which the coal could be
hauled to the surface in large trains, the "tipple" or drift-
mouth arrangement sometimes being so far above the railroad
that the coal must be transported down the grade by retarding
conveyors. Large-capacity cars could be adapted to such opera-
tions with greater facility and better results than to shaft-
openings.

(d) The necessary increased use of timbers on haulage-roads
where the roof conditions were bad. Mr. Dean had named this
as an anticipatory objection to the use of large-capacity cars,
and had cited instances in which they were used under such
conditions. Such a proviso did not necessarily prohibit the
use of large-capacity cars; but their use under such conditions
was productive of greater danger than the use of small cars, and
especially was this true where the cars must enter branch or
lateral entries, as they must do under the present system of
coal-mining. The curves for such entries must, necessarily, be
long for large-capacity cars, even though the wheel-base was

1915-1916.] DISCUSSION AMERICAN COAL-MINING METHODS. 117

small ; the i)oiuts of coal on one side of such curves were veiy
thin and long', and must be reinforced by timbers either in the
form of posts or of double sets. It was an acknowledged maxim
in mining. esi>ecially in Pennsylvania, that timbers on haulage-
roads should be avoided where possible, and reduced to the
minimum where necessary.

"With respect to the capacity of mine-cais in any individual
case, his personal opinion was that the economic principle with
respect to conditions, production, cost, and safety should be the
deciding factor. The consideration of this principle with
respect to any one or two of the conditions named would tend
only towards extremes in either direction.

In considering the adaptation of the mechanical devices used
in the mines of the United States to the collieries of Great
Britain, there was one important feature that should receive
serious consideration. The coal-mining classes of the United
States — that was, the men actually engaged in the digging,
loading, and hauling of coal — numbered among them, at the
present time, a very small percentage of practical coal-miners —
men who had spent all or the greater part of their lives in actual
mining work. He did not believe that he exaggerated when he
stated that practically 90 per cent, of the coal-miners in the
mines of the United States at the present time were foreigners.
In this term he did not include miners from Germany, Belgium,
France, or Great Britain : for, without flattery, it could be truly
said that the men from these countries who entered American
mines were regarded as practical miners, and, in fact, the
present status of the industry was admittedly due to the prac-
tical coal-miners, former subjects of Great Britain. He applied
the term " miner" to the agricultural emigrants from Southern
Europe — Italy, Austria, the Balkan States, Poland, and Russia
— men who had never seen a coal-mine before they came to
the United States, who were allowed to enter the mines entirely
ignorant of the perils which they were to encounter, and for
whose safety and conduct the American mine official was made
and held strictly accountable. This class had been the main
factor in compelling the English-speaking miner to leave the
mines and seek enjployment in other branches of industry (this
might be a blessing in disguise). As a result, the introduction
of mechanical coal-miuina- uiachinery had been precipitated in

118 TlfANSACTKKNS TllK .NOinil OFENGI.AMJ INSTITUTE. [Vol.lxvi.

order to {'Oiuiteibalauce tli<* foice.s opposed to the re(iiiired i)TO-
ductiou tliroug-h the hu-k of ability on the part of this class.
The coal-mining- popnlation of the United States was not a
stable class : they had no industrial axioms, dogmas, or prin-
ciples, no such homogeneity of consolidation, or mutuality of
interests, as should characterize a definite unit in the industrial
econoniy. As a consequence of this condition, the introduc-
tion of new devices for an increased output encountered but
very little (if any) opposition from the miners themselves,
whether the device was beneficial or detrimental to their inter-
ests and safety. He did not advocate this condition as either
favourable to the establishment and operation of a system of
imposition on the part of the operators, or as militating against
the operation of beueficient progress. He simply stated it as a
condition in which one of the factors affected by the change was
not competent to pronounce as to the nature of the effects, and
as being the direct opposite of a condition in which the industry
was based upon customs and intelligence and established upon
traditions as in the British Isles, in which any change would
have to be sanctioned by the continuity of such customs and
traditions.

Mr. Dean stated that " the opinion exists in some countries
that great danger is attached to the use of electric trolly-
locomotives in coal-mines," but he did not state the nature of
this suppo%sed danger. A very strong opposition was urged by
many good practical mining men in the United States, whose
interests were as much concerned with the safety of the work-
man as with the emoluments of the employer, against the use of
electricity in any form in mines in which explosive gases were
being generated either in large quantities from the seam or in
indeterminate quantities from roof-falls, and also in mines in
which the dust was known to be of a hig-hly inflammable and
explosive character. Experiments in England and at the
United States Federal Bureau Testing and Experimental Station
at Pittsburgh had clearly demonstrated that great danger existed
from the use of electricity under such conditions. In the face
of such evidence, it would seem unpardonable crimiualitj' to
introduce such a device into mines where the given conditions
existed.

Mr. Dean had referred to the statistical figures given by Mr.

1915-1916.] mSCUSSIOX AMERICAN COAL-MIXIXG METHODS. 119

Haniugton Emerson of ^'ew York City relative to the startling
low selliny-price and costs of production despite the high wages
paid to the workman, leaving it to be inferred that the rates in
Great Britain did not compare favourably with those given. He
(Mr. Parfitt) had no data at hand to compare what was regarded
as a low cost of production and low selling-price relative to other
countries. He would take, however, the figures given bj- Mr.
Dean in the first part of his paper, that the English miner loaded
Ih long tons (2.2-40 pounds) for Ts. (I'To dollars). This meant
that he received 112d. (23j cents) per ton for digging and load-
ing his coal. The machine-loader, that is, a miner loading in a
place cut by a mechanical mining machine, in the locality where
he (Mr Parfitt) was situated received Is. 6d. (36 cents) per long
ton, and the '' cutter" and "scraper "' (the men who operated the
machine) each received 3d. (6 cents) per ton, making a total initial
cost of 2s. (48 cents) per long ton, which was more than double
the initial cost in an English colliery for pick-mining. This
allowed an expenditure of 12jd. (24f cents) per ton for general
mine expense to equalize the initial cost in the case given. The
coal could be placed on the railroad car at the tipple in the United
States for about 4s. (1 dollar) per ton. It would be very readily
I)erceived that the initial cost per ton of the coal on the car at
the working-face was greatly in favour of the English colliery,
despite the use of mechanical devices in production and haulage.
Mechanical devices would, undoubtedly, decrease the initial cost,
increase the production, and augment materially the daily wage
of the miner in the British collieries if other conditions con-
fonned or could be made to conform to the change. He did not
mention this case as typical for comparison where a minimum
initial cost was the desideratum, for the field from which Mr,
Dean had collected the larger portion of his data could, and un-
doubtedly did, produce coal at a much less initial cost than that
stated, although the figures that he had given might be regarded
as the average for the Pennsjdvania bituminous fields. He had
been informed by men who had worked in the "West Virginia
fields that in some parts the miner was paid only Is. (25 cents)
for a car of 4 tons capacity. The cause of this low^ cost, how-
ever, was not altogether due to the mechanical means and methods
employed. There were other conditions that it would not be
politic to discuss.

120 IKANSACTTOXS THE NORTH OF iiS(i\..\S\) INSTITUTP:. [Vol. Ixvi.

As ail interpolated tliouglit for individual or collective con-
sideration, lie would state that the high wages of the coal-miner
in the United States should not be regarded as a constituent
determinative factor either in the cost or in the selling-price, so
far as profits to the operator were concerned, however paradoxical
and inconsistent such an expression might appear : for, if the
wages were relatively high, the cost of living, due to the com-
mercial conditions attendant upon or resulting from the opera-
tion of a protective tariff, was proportionately higher, and the
larger portion of such wages returned as rent and profits to an
unwritten compulsory trade system. The same was true,
though probably not to such a degree, of all classes of work-
men connected with the industry, whose places of residence
were, necessarily, in the mining camps. This was a feature
that Mr. Dean had mentioned, but not directly in this relation.
This system, he (Mr. Parfitt) understood, was non-existent in
England.

Mr. Dean had mentioned that trade-union regulations had
retarded progress in some parts of the United States. This was
unquestionably true, but it was also historically true that a
democracy in the making-, especially a democracy of labour, had
made serious mistakes in political as well as in industrial
economy, and, in attempting to establish an equality, had
licensed restriction. Britain, as well as the United States,
could review its own political and industrial evolution, and
perceive prominent landmarks of this character.

Mr. Dean had given a very accurate description of pillar-
drawing by machines, but the dimensions of the overcutting
after that at the extremity of the room were largely determined
by the nature of the overlying strata. He (Mr. Parfitt) had
personally conducted the drawing of both room and entry pillars
by machines under conditions where the roof was very brittle.
The drawing of entry pillars by machine was an unusual proceed-
ing, work of this kind being done almost exclusively by pick,
but it could be successfully accomplished where the conditions
were favourable. In both cases, the shortwall or longwall
machine was best adapted for this kind of work.

The distinction between shortwall and longwall machines,
so far as he had been able to discover, was that, while both were
of the continuous-cutting type, the shortwall was not adapted

1915-1916] DISCUSSIOX AMKRICAX COAL-MIXIXG METHODS.

121

for the cutting of entries or for any narrow work where straight
ribs on both sides were to be maintained by the machine — for
tlie reason that its cutting-bar was of a less width than the body
of the machine, and, in order to cut tlie required width, the
macliine must be deflected to the left from a perpendicular line
to the face, thus leaving an irregular rib as shown at A in Fig. 1
in the text. The longwall machine had a cutting-bar of the
same widtli as the machine-case, and consequently need not
be deflected in order to secure straight cutting.

Mr. Dean's brief but accurate and comprehensive description
of American mining camps was unfortunately too true. The
American coal-miner, of whatever nationalitv, was more or less

Fig. 1 . — Illustrating Mr. I. C. Parfitt's Remarks.

an industrial nomad. He had no settled habitation that he
could call home. The lives of the majority of the camps were
brief. The houses or " shacks '' were the property of the com-
pany. The miner had no inducement to beautify his dwelling,
because his tenure was brief and uncertain. He had spent his
life in such camps, and fully realized the depressing effects of
their environment. They possessed no characteristics such as
could elevate the class either physically, mentally, or morally.
In electric-locomotive haulage the combined use of sand and
brakes on grades had a great wearing effect upon the wheels of
all rolling-stock, but especially on those of the mine-cars. Even
the best design of chilled M-heels, under these conditions, soon
presented anything but a circular wheel tyre. A very ludicrous

VO[„ LXVI.— 19lD-191fi 9 E

122 TRANSACTIONS TllKNOinil ()!■ KN(. I AND 1 NSI ITITE. [Vol.lxvi.

illustration of this effect was given by a miner in a plant where
the haulage was entirely electrical ; he remarked that he had a
car one day that had so many flat places on the wheels that when
he and his (•()nii)iini()u attempted to })usli the car forward the
wheels revolved backward !

Mr. Josiah Keely (Kayford, West Virginia) wrote that,
whilst his experience had been confined to certain districts of
Pennsylvania and West Virginia, his connexion had been with
companies operating in several States, thus bringing their
methods to his attention.

Fig. 2.— New Type of Coai.-cutting Machine. Illustratinc; Mr. Josiah
Keely's Remarks.

He thought it rather unfortunate that Mr. Dean had not
so extended his paper as to cover the one point that was of ulti-
mate interest to all coal-producers, namely, profits.

With all their devices and improvements for increasing
tonnage per man and decreasing costs, they were not taking into
consideration the cost of production when the mine became more
than half worked out. New mines competed with old mines
when the difference in costs of production was as much as 20
cents per ton, and new mines were being opened and old ones
abandoned.

1915-1916] DISCUSSION AMERICAX COAL-MIXING METHODS. 123

Fig. 3. — New Type of Coal-cdtting Machine. iLLusxRATiNri Mr. Josiah
Keely's Remarks.

Fig. 4. — New Type of Coal-cctting Machine. Illustrating Mr. Josiah
Keely s Remarks.

124 THAXSACTIOXS — THE NORTH OF KN(;i,ANl) INSTITl'TK. F^'"' '^vi.

Some of the memher.s would probably be interested in unusual
types of foal-(nittin<>- machines. Figs. 2, 3, and 4 in the text
illustrated a machine wliich was being' experimented with by an
inventor in the Xew River field. He (Mr. Keely) thought that
there seemed to be some merit in his conception — it was at least
rather ingenious. The cutter-bar was auger-shaped, with bits set
along the worm. This auger had both a rotary and a saw move-
ment, and was sumped and drawn across the face after the
manner of a shortwall machine. Imagination would suggest
some of the claims made for this machine.

Mr. Hugh Archbald (Scranton, Pennsylvania) wrote that
Mr. Dean had confined his attention almost entirely to the
machinery used in mines, and had given but a hint of the
economic engineering wliich was developing and promised results
as important as those derived from machine-mining.

There was in the United States more coal than was needed at
present — Colorado was estimated to possess enough to last for
32,000 years at the present rate of production. It had been so
easy a matter to open up a mine (particularly so in the past) that
over-production was a constant factor. In consequence, the
prices that were obtained for the coal were lower than the
quotations which he had seen for English coal. In the last
10 or 15 years the demand for Pennsylvanian anthracite, which
was the highest priced coal in the Vnited States, with more
difficult mining conditions than bituminous coal, had about
equalled the production, and the price per ton at the mines had
been about 10s. (2^ dollars). The price for Pennsylvanian
bituminous had averaged half, or less, of this amount, and the
demand had not equalled what it was possible for the mines to
produce .

The relatively flat seams of the bituminous regions presented
conditions favourable to the development of machine-mining,
while the pitching seams of the anthracite region necessitated
hand- work.

The first mines opened in the United States were those where
a drift could be run in on the hill-side on the outcrop of the
seam, for this involved the least expense. A great quantity of
coal Mas now produced from these mines. As there was in the
past more idle time even than there was now, it had been
necessary to keep down the overhead expenses, and so the very
cheapest supervision had been maintained.

1915-191G.] DISCUSSION — AMERICAN COAL-MINING METHODS.

125

The beg^intiingr of each of these mines was simple : the coal
was near the surface and the veins larg-e ; there was no distance
underground to cover with any organization ; but, as the mining
continued, the space opened up underground increased, and the
cost of mining also went up. In order to keep the output up
and the costs down, relief had first been sought in the application
of machinery. The competition between the manufacturers had
developed the quality of the machines faster than the absorptive
power of the people who were intended to use them and who were
good practical men accustomed to manual methods. In conse-
quence, the hopes for the economic salvation of some mines
through the introduction of machinery had not always been
realized: for the reason that with each machine, and consequent
division of labour, a complication in organization had also been
introduced. This fact was now being realized, and attention
was beginning to be paid to it. The next great development
in American practice would be along lines similar to the
organization which had been progressing in the factories in the
past few years, and had been known as " efficiency engineering."

An instance, slight in itself, but showing the false reliance
which had often been placed on machinery, occurred at an
anthracite mine. The desire was to increase the output. A new
headframe had been built and machinery to load the coal for
hoisting at the two levels inside the mine installed ; but the
output did not increase immediately. On examination of the
proper use of the machiuerj^ it was discovered that the hoisting-
engineers — although old, reliable, and steady — took from 10 to
20 seconds to respond to the signal to hoist. This, repeated 300
times a day, lost a substantial part of the working- day. When
the attention of the engineers was called to this matter, they
promptlj' corrected the fault themselves, and the amount of coal
hoisted increased.

At a bituminous mine 176 loaders were employed, and the
company advei-tised for more men. The miners' union advertised
in opposition that enough men were already employed. On
organization of the work, the same amount of coal was produced
witli 120 men.

At the first mine mentioned, through the attention given to
many details in the organization of the work, the output was
increased from 450 cars with a capacity of 108 cubic feet to over
GOO, and some fewer men were employed.

126 TRANSACTIONS— THE NOUTII OF EN(iI-AND INSTITUTE. [Vol. Ixvi.

During an investigation it was foimd that under the loose
organization customary in many mines, a "company-hand" —
a track-layer, a timberman, a mason, etc. — spent only about 25
per cent, of his time in effective work, the rest of his time being
employed in procuring material or tools, or in learning exactly
what had to be done.

He (Mr. Arclibald) mentioned these incidents, not in order to
call attention to bad points in American mining methods, but in
order to call attention to an improvement that was in progress.
There were many bright spots in work of this kind. In some
mines the trains of cars were handled by a despatcher who was in
constant telephonic communication with all parts of the mine,
and the trains were run on schedule time.

Mr. Dean spoke in a disparaging manner of the sentiment in
favour of " welfare work " at American mines. He (Mr.
Arclibald) imagined that the workmen in the United States were
much more dependent upon the mine management for the
conditions under which they lived than were the workmen of
Britain, because the mines were often situated in districts where
mining was the only industry, and it was necessary for the
management to build a .town when the mine was opened.

It was a pleasure to many to see on the part of the operators
the steadily increasing assumption of their responsibilities to
furnish reasonably good living conditions. Men of all nationali-
ties worked in American mines, and the new recruits were mostly
from non-English-speaking countries, although the older miners
were Engdish-speaking, more of whom would be welcomed.
Even though the non-English — who were often known as
"foreigners" even in the United States — were accustomed to
low-living conditions, it was realized that it did not pay to allow
conditions such as would not permit a man to recuperate from
his work during his hours of leisure.

Mr. Dean was right in painting a cheerful picture of mining
in America, and the outlook for advancement in mining
engineering and in the accompanying economic and social con-
ditions, based on present and past performance, was bright. The
output per man might at present be high in comparison with
other countries, but one could expect to see this materially in-
creased as organization of work concurrently with the use of
machinery was developed.

1915-191G ] DISCUSSION — AMERICAN COAL-MINING METHODS. 127

Mr. H. Eeisser (Chicago, Illinois) wrote that Mr. Dean had
apparently made a very careful study of what was being done
in the West Virginian mining field, and had certainly covered
the ground correctly.

There was veiy little to which he (the writer) coukl take
exception, saving, possibly, the last paragraph. Truly no
mining village was beautiful, but eiforts were achieving results,
and the writer could instance quite a few villages which had
been laid out with pleasant surroundings, and were being
improved for comfort and the incentive of the workers.

As to the construction of elaborate surface preparing plants,
he believed, without exaggeration, that West Virginia led the
American bituminous fields in the extent of careful refinement
and handling of their coal. The character of the mineral was so
fragile as to make it almost impossible to grade it into more than
five sizes, namely, so-called lump, egg", nut, pea, and slack;
any more than these would be simply a mixture of two or more
sizes, and the demand did not warrant it. For the production
of these sizes, however, preparation was becoming very stringent,
and breakage due to rough handling was something that would
not be tolerated. When one considered that the operators were
willing to spend from £200 to £240 (|1,000 to |1,200) each for
the laying of the first three named sizes into the railroad-cars,
with a guarantee of no breakage over 2 to 3 per cent., it could
readily be seen to what extent the modern preparation was
elaborated.

The tendency towards steel structures was also becoming
popular, probably largely on account of fire, but appropriate
design could often convert these otherwise dismal structures into
ones pleasant to the eye, and he believed that manufacturers were
aiming at making them as unobtrusive as possible.

Mr. W. R. Peck (Big Stone Gap, Virginia) wrote that it was
with great interest that he had read Mr. Dean's paper. Since the
writer had had no opportunity of a visit to the coal-mining
regions of Europe, the comparisons made in the paper could not
be verified; but the allusions to the American coal-mining
industry were correct, and, for a short paper, gave to the reader
a very complete and comprehensive idea of its several interesting
points.

128 THANSACTIONS THE NORTH OF KXOI.A.Nl) IXSTITUTK. ry,,!. Ixvi.

Mr. l)e;m called attention to the fact that modern mines in
the United States had improved their hanlaj^-e-roads until they
were really under <>roniHl tracks that compared favonrably with
the railroads. This was very true concerninj^- the large com-
panies, and to a less extent amon<^' all mining companies. It
was due to the fact that the operating companies had realized
that every improvement in the haulage-roads, hoth in track and
in equipment, involved a larger output with decreased cost per
ton.

The conditions in the IJnited States were such that a mining
company had a fixed price to pay for the cutting and loading of
the coal. This price could not be lowered, either through labour
unions or because of the prices prevailing in the particular coal-
field in which the company was located : so that, in order to
decrease the cost of mining, it was necessary to reduce the trans-
portation charge — that was, to reduce the cost per ton that must
be expended to haul the loaded car from the working-face, to
dump it into the railroad-cars, and to return it empty to the
loader. To obtain this decrease the best of tracks were required,
which made wrecks either impossible or reduced their number
to a minimum, while a iigh rate of speed, with large trips, could
be maintained. Better and larger capacity cars, equipped with
tracks that could stand the greatest wear and cause the least
friction, and large haulage-motors of the best type that would
handle the large trips with the least demand on the power-house,
and with the minimum of upkeep charge, were also the result
of this practice.

To secure good alignment and grade on the motor-roads,
alignment sights were set on tangents for the track-layers every
100 feet, and on curves every 25 or 10 feet, depending on the
degree of curvatiire. Top or bottom was taken when necessary,
in accordance with the engineers' grades, in order to ensure a
good gradient ; careful prospecting was the , rule in laying out
the main haulage-roads in the development of new territory, in
order to have the best natural grade and provide also for natural
drainage.

It would seem (from Mr. Dean's paper) that an increase in the
size of the mine-cars used in Britain would be of material
advantage to the operating companies. The large-capacity car,
with the improved roller-bearing wheels, had done wonders in

1'J15-191G.] mSCUSSIOX AMERICAN COAL-MINING METHODS. 129

the United States. The conclusion must not, however, be drawn
from the foreg'oing' remarks that all that was necessary was to
increase the capacity of the mine-car in order to procure a greater
tonnage per loader with a decreased cost per ton. A great many
elements entered into this question, as it was also necessary
at all times that the supply of cars should be sufficient to supply
the loaders with only a minimum delay, that the different places
were cut and shot down on time, and that the many causes of
delays around the mines were all reduced to a minimum.

The gauge of mine-car tracks was also very important, and,
in order to secure the best results, it was imperative that the
g'aug-e of the track should be such that it best fitted the conditions
found in the individual mine. In America the g^auge varied
from -30 to 50^ inches, but the most popular gauge was from
42 to 48 inches. A gauge of less than 40 inches was very
uncommon, the tendency being to secure a car of wide gauge,
large capacity, but low in height.

Modern mining machinery (coal-cutters and tipple equip-
ment) had also done its part in increasing the average output
in tons per loader. Competition had been keen among the manu-
facturers of all kinds of mining machinery, and this fact had led
to the rapid improvement in each and every machine, so that
at the present time one could obtain almost any type of machine,
car, or dump that would suit the conditions of the particular
mine that one was operating.

Nevertheless, before any radical change was made in any
mine, a very careful study of the existing conditions should be
made, so that when the proposed changes were accomplished one
would have the pleasure of viewing an improvement, and not be
rudely awakened to the fact that a quantity of machinery had
l)een purchased that was absolutely unfitted for the particular
conditions.

Judging from the several descriptions of surface plants of
European coal-mines that the writer had had the opportunity of
reading, Mr. Dean's report on the surface plants of the bitu-
minous mines of the United States was correct when compared
with those of Great Britain and other countries of Europe. But
the conditions in the United States were very different from those
met with in the older countries : a great many of the bituminous
mines were on leaseholds of from 20 to 30 years, perhaps with a

130 TRANSACTIONS THE NORTH OK ENGLAND INSTITUTE. [Vol. Ixvi.

renewal clause at au increased royalty. As the usual term of
years was such that the lease would be exhausted under the
normal conditions of the coal-market, there was no need to huild
for several years beyond that term.

The last ten years, however, liad sliown a marked improve-
ment in the buildings erected, and, while the miners' houses were
seldom constructed of brick or concrete, the present type was one
of g'ood wooden construction. Many were now equipped with
what was rapidly becoming to be considered a labourer's neces-
sity— electric light and running water. The companies were also
trying by the means of cash prizes and other encouragement to
induce the mine-labourer to take an interest in his house and
garden, and this method had produced wonderful results. The
fact tbat the average mine-labourer did respond had caused
several of the mining companies to take still greater pride in
their camps; and it was a fact that in many instances mine-
labourers had been discharged because they had not kept their
house and yard according to the standard of the camp. These
methods, combined with this spirit, would eventually turn many
of the present "eye-sores" into mining villages that would
compare favourably with those of any other country.

In the construction of tipples, power-houses, etc., permanent
buildings of steel, concrete, and brick now predominated
throughout the United States. This was partly due to the
demand for better prepared coal, requiring more men on the
tipples, and also to the use of more expensive machinery that
must be protected from fire and the weather.

While he was dealing with the improvements made in the
housing of employees and mining machinery, it did not seem
amiss to mention some of the improvements due to the interest
taken by both the company and the labourer in first aid and mine-
rescue work. The "safety first" idea was very new in the
United States, but it had gained a permanent foothold, and would
continue to gain in all American industries. " Safety first " had
brought the company and the individual closer together, and
had made each realize that in many cases their interests were
identical. It had brought about many improvements in the
safety of handling the machines, the setting of props, the removal
of dangerous roof, and in general had produced greater efficiency
among mine-labourers.

1915-1916] DlSCrSSIOX AMERICAN COAL-MIXIXG METHODS 131

Working on this idea of '' safety first,"' several large cor-
porations had installed series of moving pictures that explained
to the foreign miner and mine-labourer the correct way to perform
his many duties connected with the mining of coal.

Practically eveiy mine had its first-aid team, and, in order
to create more interest in this work, many companies paid every
man who was on a first-aid team, or who attended the lectures
and instruction courses, for all the time thus spent at the same
rate as his daily earnings.

In conclusion, the writer could not positively state what all
American engineers would say if they received a wire from their
mine-owners directing them to replace their 3-ton cars by cars
of only 10 cwts. capacity, as suggested by Mr. Dean. If the
owners, however, insisted on the change, the message from the
engineer would be a resignation, to take effect at once : for,
if the change were made, in most of the American mines the
engineer or manager who did not resign would in six mouths'
time be discharged, because his costs would be eliin1)ing upwards,
his output dropping in the opposite direction, and his camp a
nest of disgruntled and disloyal employees.

Mr. Alfeed J. ToxGE (Glace Bay, Xova Scotia) wrote that
Mr. Dean's paper was apparently intended to invite further dis-
cussion on the relative capacities of the tubs or boxes as gener-
ally used in Great Britain and in the United States of America.
That the considerable outputs from the collieries in the T'nited
States must be associated with the large candying capacity of the
mine-cars, and the haulage problems involved, allowed little
room for doubt; but that the same universal system could be
applied in Great Britain would, on the otlier hand, give much
room for a contrary opinion. There was, however, a possible
need for serious reflection on the part of British colliery engineers
as to how far they could go towards increasing the caiTying
capacity of the boxes and improving the rolling-stock, the per-
manent way, and the haulage facilities in the mines.

It was not difficult to see that Mr. Dean had constantly in
mind in his paper the use of the electric mine locomotive. With
this in view and the concomitant good track, easy grades, and the
minimum of risk of derailment and breakage, there was justifica-
tion for improving the '* starting torque " by such means as

182 I UANS.UTIONS TIIK NORTH OF EXGL.VNJ) INS'IITITE. fVol. Ixvi.

spring- drawbars, roller-bearing's, a reduction in tlie gross tare of
tlie boxes, etc. A large mine-car involved the provision of good
roadways and substantial tracks right up to and including the
woiking-face, and the use of motive power either for the entire
distance, or motive power for the major and horse or mule power
for a very minor portion of the distance. Manual labour in con-
nexion witli the moving of the boxes was almost eliminated.

Very few collieries in Great Britain would be found to offer
the same field as America for the conditions of work described
and implied by the writer of the paper. The deep seams had per-
force to be worked by longwall, which necessitated brushing;
the roadways presented a continually changing surface, which
rendered electric locomotives and trolley work difficult, even if
the use of electricity were considered advisable, which was scarce-
ly likely. The thicker and often the shallower seams where the
j)illar-and-stall system was in vogue, and where the conditions
would approach those that Mr. Dean probably had in mind,
were becoming very scarce. Other mines were either small, dry,
steep, of faulted, all of which conditions would again aff'ect the
situation as to the use of large boxes. In his (Mr. Tonge'«)
opinion the use of a box of increased capacity could be advant-
ageousl}' extended in collieries in Great Britain, although not
perhaps under the conditions which prevailed in the United
States. Among these might be mentiojied the collieries that
proposed to adopt extensively the face-conveyor.

That much could be gained by a study of the methods of the
United States need not be stated. The importance attached to
the quick handling and dispatching of coal in and out of the
mine, the substantial rolling and permanent stock, and the neces-
sity for the use of machinery, not only for transporting, but for
handling- the coal, had developed several classes of skilled under-
ground men. Each of these classes was capable of carrying on
certain operations for supplying the needs of the man at the
face, whose almost sole duty it was to fill as large an amount of
coal as possible. There could be no gainsaying that Mr. Dean
was right in avowing that this man could in a given time, assum-
ing that there was room, fill more coal in a few large boxes than
in many small ones ; but the conditions at the coal-face were only
a part of the whole conditions requiring consideration.

1915-1916.] DISCUSSIOX AMERICAX COAL-MINING METHODS. 133

Mr. Ealph ^V . Mayer (Eoslyn, Washington) wrote that a
hig"h degree of efficiency conhl only be obtained from a steani-
eugine and boiler if a good grade of coal and that in sufficient
quantity was used. In the same way. a high degree of efhciency
in a miner working at the coal-face could only be obtained if he
had an abundance of g'ood wholesome food for himself and family,
congenial and healthy surroundings, and paj' sufficiently large to
allow him to take a ])ride in his work and an interest in life.

The large-capacity cars of the United States might be a reason
for the high production per man, as mentioned by Mr. Dean ; but
there were many mines in America which used cars with a capa-
city of only 1 ton. and their output per man was also large, with-
out the use of coal-cutting machines or face-conveyors. Mr.
Dean stated that '' in South A\ ales, the outi)ut per man is no more
than in the districts where small tubs are in use."' The personal
equation entered into tlip larger production per man more than
the size of the cars.

A few years ago, when American bricklayers were taken over
to London to work on a large store, they laid from two to three
times as many bricks per day as their British cousins were in the
habit of considering a fair day's work, and they were also paid
accordingly. Materials were placed more conveniently for them.
They had taken lessons in motion studies, and knew how to do
the most work with the least exertion. Before the job was fin-
ished their British cousins were able to duplicate their work, and
incidentally their pay also.

The same truth applied to working at the coal-face. At
European mines there were many superannuated men who had
been faithful employees of the company for many years. They
did almost no work, and were practically pensioners. The effect
of the influence that these men exerted about a mine in the
direction of inefficiency could hardly be estimated. Certainly a
man should not be shelved on account of his age, no matter what
it was, so long as he could do his work satisfactorily. But. when
the time arrived when he could not do this, it was far better for
the efficiency of the mine that he should be pensioned outright
and taken out of the mine.

Mr. Dean had mentioned an instance in whicli only a fifth of
the loader's time was spent in shovelling into the cars, the rest of
his time being practically wasted so far as output of coal for the
mine was concerned. That instance was very illuminating, and

134 THANSACTIONS THE NORTH OF EXCa.AXl) INSTITUTE. [Vcl. Ixvi.

presentefl the difference in a nutsliell between American mines,
with a high tounag-e per man, and the European mines, or badly-
managed American mines, where the tonnage per man was low.
European mines had not a monopoly of low-tonnage records, as
there were plenty of mines of that kind in the United States.

When the miner had to wait for empty cars, as in the instance
mentioned by Mr. Dean, or for props, track, or a thousand and
one things which a mine under good and efficient management
would have ready for his use as soon as or before he needed them,
the tonnage was bound to be low. The miner lost interest in his
work, and considered that, if the management took so little inter-
est in having things run efficiently, he would obtain no credit ;
nor was it of any use for him to try to break any records in effi-
ciency or tonnage.

The advantage that was to be obtained by using large cars
instead of smaller or medium-sized cars might be more imaginary
than real in some coal-seams. The cost of driving wide tunnels
and opening up the mine was high. The expense of timbering
and holding up a bad roof was a greater and never ending
expense. Heavier track and better ballasting was needed for
the heavy locomotives and cars.

Mr. Carnegie was the first large manufacturer in America to
inti'oduce the idea that the wages, no matter how large, paid to
an employee were immaterial, provided that he increased propor-
tionately the production of the manufacturing plant, or of the
particular machine at which he worked. Carnegie made a huge
success with that idea, and American mines now worked on that
principle much more than European mines. A large tonnage per
man resulted in the overhead expenses per ton of coal mined
being decreased enormously.

Gasoline locomotives were coming into use much more gener-
ally, and under certain conditions gave good satisfaction. A non-
gaseous mine could not have a much better system of haulage
than the electric locomotive ; but to pull coal from an entry with
an electric locomotive, and at the same time require the miners
to use safety-lamps, was out of all reason. Either the safety-
lamps were not necessary, or the electric locomotive should not
be used. Spqrks from the trolley- wheel or from the motor would
surely ignite methane if it were present.

The U.S.A. Bureau of Mines had cited instances in their

1915-lOlG ] DISCUSSIOX AMERICAX COAL-MINIXG METHODS. ISo

Miners' Circidar ]Vo. 3, page 11, where a runaway trij) of cars
knocked down a trolley- wire, short-circuiting' the ciurent, and at
tlie same time raised a dense cloud of coal-dust which was ignited
by the sparks from the trolley-wire, and caused a dust explosion.

Much attention had of late jears been given to the prevention
of coal-dust explosions in coal-mines in the United States. CarvS
fitted with doors allowed much leakage of coal and coal-dust on
to the entry, and this coal was ground by the cars into a fine and
dangerous dust. Cars consisting of a solid box and no door were
now being installed in many mines. They were emptied by
means of rotary tipples, which turned the car upside down to
dump out the coal.

Mr. Dean had mentioned a case in Illinois where tlie miners'
union allowed only a certain number of men to load coal behind
a coal-cutting machine. It was only fair to the miners and
operators that some explanation should be given as to this point.
It was to the miner's advantage to have enough coal to load, so
that he would lose no time, but could keep working steadily all
the shift. Likewise, it was to the operators' advantage to have
plenty of loaders, so that the coal-cutting machines could be kept
bu.sy all the time. The miners, in order to protect themselves,
must of necessity meet with the operators, and agree on the num-
ber of loaders to a cutting machine which would be fair to both
of them ; and if a coal-cutting machine having a larger capacity
than those at present in use was installed, the agreement would
be altered to suit the circumstances.

Some of the mines in the Western States had been working
very slack time (one day per week) last winter, but Avith their
full force of men. This kept the mines in working condition at
small expense to the companies. The miners timbered their rooms
and cleaned up the rock at no expense to the company on the one
day that they worked. The coal sent out of the mine was paid for
through the companj-'s store in goods, on which the company re-
ceived a profit. Theoretically this would make very cheap coal,
but the salaries of the monthly men were continuing all the time,
as well as unavoidable expenses, such as pumping, etc. This
made the overhead expenses for the one day's work verj^ liigt? so
that probably neither the miners nor the operators desired to see
a repetition of such an experience.

loG I'liANSACTlOXS TIIK .NOKTII OK KN(.I,AN1) LNSTITITE. [Vol. Ixvi.

Mr. James Asiiwortii (\'aiicouver, British Columbia) wrote
that the question as to which was the best size and form of mine-
car or tub wavs a most important and interesting? one, especially
when the outputs of various coal-mines were compared. Taking-
a modern colliery, say, in the Nottinghamshire coalfield, and
comparing it with many of the mines on the American Continent,
it w^ould be found that the Nottinghamshire output was not
deficient wdien it came to haulag'e costs.

In the faulted and unevenly-deposited seams of coal in the
Province of British Columbia large steel cars, holding, say, 2
tons or more when loaded, caused a greater number of accidents
to both horses and men than was the case with smaller and
lighter cars. This referred particularly to those mines where
the cars had to be taken up and down self-acting inclines. The
large cars were, however, permissible w^here the coal was loaded
out of shoots on a main haulage-road, and could be handled by
mechanical traction, compressed air, or electric locomotives.

A large car required a large road, and what might be possible
in a mine 500 feet deep might be absolutely ruinous in a mine
2,000 feet deep. The whole subject amounted to this : that the
size and shape of a car must be made to suit the requirements of
the mine, and not the mine made to suit the requirements of the
car.

The big- tonnage per'man produced by many coal-mines on the
American Continent was certainly astonishing, and one of the
explanations of this fact was ilhistrated in Mr. Dean's photo-
g'raphs showing roadways in a mine without a stick of timber,
and falls of coal the result of heavy blasting.

Generally speaking, coal-mining operations on the American
Continent were carried out under very much lighter cover than
in Great Britain, and therefore the cost of the maintenance of a
large road had not been appreciated or realized in the same way
as it was in Great Britain.

The writer agreed entirely with Mr. Dean that roller-bearings
had effected an immense saving both in oiland in power, and he
was also of the opinion that the more extended use of coal-
cutting machines in America might be one of the best means of
reducing the number of explosion disasters, the largest number
of which were undoubtedly due to the use of very heavy charges,
the too frequent blasting oif the solid, and to c-arelessness in the
use of explosives. The latest explosions in Canada were nn-

1915-1916.] DISCUSSION AMERICAN COAL-MINING METHODS. 137

doubtedly due to recklessnes.s iu the use of explosive.s or
detonators.

Mr. George S. Brackett (Flemiugton. We.st Virginia) wrote
that a niisconceptiou of some of the American metliods might be
caused by Mr. Dean's remarks on the capacities of mine-cars, the
gauges of the track, and the arc wall or turret type of mining
machines. American practice in all industries experimented
with extremes, only to return to moderation. As doubtle.ss other
gentlemen would deal with other States, he would confine his
remarks to West Virginian practice. West Virginia stood second
as a coal-producer in the United States, exceeded only by
Pennsylvania ; and its coal was mined from many beds under
different mining conditions. The method of working was almost
exclusively room-and-pillar. In the smaller seams the loaded
mine-cars were pushed by the miner from the face to the room-
switch. In the larger seams animals or gathering motors
pulled the loads and placed the empties at the working-face.
The room-track was laid by the miner as the place advanced,
and was commonly insecure and defective, and this had its
effect upon the most popular gauge and size of the mine-car.

Derailments along the main haulage-roads, which were
commonly in good condition, were quickly corrected by
*' replacers," while derailments in the working-places, where
they were more likely to occur, were diflBciilt to replace, on
account of the absence of appliances ; in fact, the getting together
of the necessary material took more time than the actual work.
The heavier the loaded car was, the greater was the trouble;
hence the tendency on the part of the majority of the operators to
limit the size of the car. The commonest car held from 1^ to
2 tons (gross). These sizes of car were not difficult to re-rail, con-
sidering the short wheel-base. Granting the popularity of these
smaller cars — and they were by far the most prevalent — the
necessitj^ for wide gauges vanished, and the commonest gauge
proved to be 36 or 42 inches. These sizes pertained to the
large majority of mines, even though the thickness of the seam
and the roof permitted of larger equipment. jS^aturally, the
■equipment of the smaller coal-beds approached this car capacity
as closely as the thickness would permit.

There was another strong argument iu favour of the 36 or 42-

TOL. LXVT.— I9I5-I9J6. 10 E

138 THAXS.VCTIOXS THE NOinil Ol' KNCI.AM) IXSTITITK. [A'nllxvi.

inch gauge: for the same radius of curvature the switch leiigtl»
was shorter, with less s]Kire reijuircd uiisui)i)orte(l at the braucli-
roads and room-necks; in phu'es of unusually bad roof (locally)
the working-places could be driven narrower, and the track wa.s
more flexible in pillar-work. The frequent occurrence of local
f^rades made the excessively large car difficult to handle by animal
power, and accidents and delays more frequent.

The ultimate economy of the large car (over 3 tons) and
standard-gauge track (56 J inches) was generally questioned by
mining men ; and if popular opinion was of any value, the vast
jjrevalence of the moderate equipment should imply its greater
efficiency. Correspondingly, the Ki-jxiund steel track was com-
moner upon all animal haulage-roads.

The strong argument in favour of the large-sized mine-car
was the greater percentage of coal in the gross weight and the
greater efficiency in the haulage. The maximum efficiency on
the main haulage-roads was not consistent with the maximum
efficiency in the working-places ; the most economic was the happy
mean, which was difficult to determine except by experiment.
The size of the mine-car had its influence over the total daily
tonnage loaded by the miner; he should be able to load the car
furiously, resting between cars, and not wear himself out with
too much uninterrupted exertion on one car. His experience had
been that mines equipped with large cars did not produce as
great a tonnage per miner as those mines that were equipped
with a smaller car. The greater tonnage per man resulted in
greater satisfaction among the miners. The smaller mine-car
required a cheaper room-track. These points were of more value
than efficiency (in the maximum) on the main haulage-roads.

Of the mining machines in use in West Virginia, 62 per cent,
were of the chain-breast type, the next most popular being the
puncher type, followed by the shortwall machine. The short-
wall machine was fast replacing the puncher, as they both
worked in a small space between the face and the timber. He
(Mr. Brackett) failed to see where the shortwall was replacing
the chain-breast, except in mines where the rooms and working-
places could be driven wider than 30 feet. For widths less than
this, they were not as efficient as the chain-breast machine. The
arcwall and turret cutters were being introduced, although the
conditions under which they could be used were more restricted,.

1915-1916.] DISCUSSION — A^rEKICA^- COAJ, -MIXING METHODS. 139

and their cost higher, than in the ease of the eluiin-breast
machine.

The heavier and hirg-er mine-cars, the broader gauges, the
new types of mining machines, the gasolene hauhige-motors.
and tlie electric gathering motors of various types might be
looked upon as experiments — not as indicating the future gen-
eral practice. The most conservative operators clung to com-
moner methods. The more complicated and expensive the
mechanical equipment became, the greater would be the delays
due to breakdowns, and a larger output would be curtailed by any
single break ; consequently, the conditions would be less satis-
factory to the force of employees. There was, in all things, an
economic mean beyond which it was not policy to step, except
to prove that the limit was reached. Many coal-miners pre-
ferred pick or hand-mining to loading machine-cut coal, and it
was readilj' seen that a pick-operated mine situated in the
neighbourhood of machine-operated mines had some advantage
over the latter in times of labour and railroad-car shortages.
The pick-miner was less troubled with delays, as he could
make surplus coal, and much of his time was spent in under-
cutting. Although the price paid to the miner for pick-work
coal was in excess of that paid for machine-cut coal, the relation
of the overhead expense and the tonnage might offset this incre-
ment. Some operators in West Virginia regretted or doubted
the present policy of excessive machine equipment in contrast
with the older pick-work basis and its better class of more skilled
labour. The ultimate outcome was uncertain, but it would
probably remain as it was now, namely, some of each class of
equipment, so as to accommodate the various preferences and
skill of the miners. Although the increase in the percentage of
machine-cut coal was great when a period of 15 years was con-
sidered, the contrast was not so vivid for the past few years, as
would be seen from the following table: —

Total niim
of
mines.

ber

Number

using
machinej.

Per

cent.

Percentage
of tonnage
machine-cut.

790

498

48-84

817

424

51 13

850

469

53-97

1911

1912

1913

The increase wgs not so great as it would be if the circum-
stances were decidedly in favour of the power-equipped mines.

140 TRANSACTIONS THE NOKTII OV ENGLAND TXSTTTfTE. [Vol. Ixvi.

Both i)ifk and iiKU'liine-oiJeratcd mines had tlieii- ad\aiita}^e.s,
and tli^ availability of labour was one worthy of consideration.
He had endeavoured in an article in i\\e ColJicnj Engineer*
to estimate the additional cost of operating the complete elec-
trically-equipped mine over and above the pick-mine. The
labour cost was higher in the former obviously. Under some
existing rates of wages it was not an economy to use coal-cutting
machinery, the only advantage being the better grade of lump-
coal from the machine mines. This advantage was due only to
the difficulty in securing a sufficient number of skilled pick
miners.

Mr. Benedict Shubart (Denver, Colorado) wrote that Mr.
Dean's very interesting paper on American coal-mining methods
was well worthy of thought and discussion.

Beside the question of equipment, there were other factors,
even more vital, that entered into the larger output per man in
American mines. The United States was a young country, it
had a most heterogeneous and growing population, its labour
was of a changing character, and it had not become set in its
ways, as was the case in England. Furthermore, there was an
entire lack of caste that hindered a man from rising above the
station in which he Avas born. On the contiary, every man was
continually advised of the fact that he was as good a man as he
could make himself, that he was entitled to the position and the
benefits that his earnings could bring him, and that these were
not in any way hindered by his birth or accident of position.

This was not a glorification of American institutions, but he
had seen so many men, imbued with this ambition, rise from
the lowest positions to the highest. Almost every worker in the
mine felt that a better position was within his reach, so that this
was one of the greatest compelling forces in mining operations
in the United States.

In a few fields where the worst type of unionism was
rampant, there was a lack of this energy, together with a
diminution of output, and a curtailment of the amount of work
possible with' machines — in general conditions such as ob-
tained to a large extent in the English mines. On the other

* "Comparative Costs of Operating," Colliery Eiujineer, 1915, vol. xxxvi. ,
page 132.

1915-1916.] DISCUSSION AMERICAN COAL-MINING METHODS. 141

linud, where the union recognized the pos.sibilities of advance-
ment in their worker.s, tlie condition.s of large output and
miniiiiuni cost.s prevailed.

This had made possible the use of mining- machines. The
use of mining machines to so large an extent had encouraged
their improvement to a very high degree, and the energy and
ambition of the miner had created a class of high-grade mining-
machine operators who had the ability to handle machines
economically and effectively. Xeedless to say, these men did
not work upon a day-wage basis, but on contract at a given
price per ton of coal, or per foot of face undercut.

Unquestionably, the better wages paid in the mines, as
compared with other industries, tended to attract a very good
class of mechanics, who become machine-drivers or locomotive-
drivers. The loading of coal by contract, as well as the cutting
by contract, together with the pyschological effect of ambition,
unquestionably spurred tlie men to greater effort and greater
output.

As an example of the feeling of the men towards a large
output, he had repeatedly seen men leave the mine because they
were obliged to wait for cars. The American miner, particularly
the miner working on contract, would not permit a curtailment
of liis output by reason of lack of cars ; and here unquestionably
the American idea of large cars and few turns gave the miner a
larger percentage of loading time, together with less wasted
time, than was the case with the very small tubs in use in
Britain.

To say that pit-cars in America were all large would be
untrue, except when a comparison was made between their size
and those in use in Britain. In his opinion, it seemed that the
size of the pit-car was almost in proportion to the capacity of
the mine. A mine with a capacity of about 500 tons per working
day would use a car of 3,000 to 4,000 pounds capacity; a mine of
1,000 tons capacity would use a car of approximately 5,000
pounds; and where an output of 1,800 to 3,000 tons was required,
a car with a capacity of 6,000 to 7,000 pounds would usually be
found. Of course, exceptions occurred, but these would not
disturb the general rule.

He did not at, all agree with Mr. Dean's enthusiastic cham-
pionship of the roller-bearing mine-car wheel. Except in a

142 THANSACTIONS THE NOKTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

lar«>(> mine, where the mechanical force was of hij^h wrade,
tl»<^ roller-lx'aring wlieel was apt to be a failure. His own
personal experience was for a railway type of truck, where
round axles were used with one wheel fitted tig-ht, the other
self-oiling and loose, and the axles rotating in a half-brass box
fixed rigidly to the car. In the long run, tliis type of wheel
would show very low maintenance cost, a vei-y low average
friction, and very great dependability.

With regard to the gauge of the tracks, standard gauge
(56A inches) was awkward, except where the mine output was
very large, and the mine laid out on a large scale with wide
cui-ves. The average mine would do better with a gauge of
approximately 42 inches, as this width lent itself well to
capacity, and also permitted of the use of proper electric
locomotives. Under American mining conditions, a gauge of
less than this was apt to cramp the haulage capabilities.

Deep undercutting was a recent development, and was, in
his opinion, more or less of a caprice, although occasionally
places were found where deep undercutting would be of ad-
vantage. In general the rule that the undercut should not
exceed the thickness of the coal was not a bad one to follow.
There were grave mecKanical disadvantages in the use of a
lOj-foot cutter-bar, and, unless the floor was perfectly level,
the physical disadvantages w-ere obvious.

Mining machines had been brought to a high state of
strength and simplicity. The entire mechanism of the Good-
man shortwall machine contained only five gears and five
pinions. The use of heat-treated hardened-steel gears, a
hardened-steel bushed cutting-chain, and extraordinary large
motor capacity, all assisted in producing a machine that gave
a minimum amount of trouble.

At the mines of the Crystal Salt Company and the Inde-
I>endent Salt Company, both at Kanopolis (Kansas), Goodman
shortwall machines were undercutting rock-salt to a depth of
5j feet, and winning an average of 120 feet of face per day.
This was to his knowledge the hardest test to which a mining
machine had yet been subjected.

The Goodman straight-face and the Jeffrey arcwall
machines would unquestionably cause more or less of a revolu-
tion in mining methods. Their immense capacity (thirty

1915-1916] DISCUSSIOX AMERICAN COAL-MIXIXG METHODS. 143

places cut per 8 hours) showed cutting possibilities that were
unthouglit of with the older types of inacliiiies. Here, again.
recurred an incident in the writer's experience at Clear Creek,
Utah, where, following a cut with a straisrht-face machine,
the room was shot, loaded out, and recut in a period of six
hours, three miners loading a total of -j-D tons from this room.

As to the cost of mining machines, the chain-breast machine
now sold for £250 ; the shortwall machine, either with a direct
or with an alternating-current motor sold for £'}80 ; and the
straight-face and arcwall type of machine cost about £700.

He must take distinct exception to Mr. Dean's remarks con-
cerning the lack of beauty of American surface jjlaiits. With-
out question the past would supi)Oi't his criticism, but also
unquestionably the future would disproye it. The tendency
to-day was toward good housing, pleasant surroundings, and
good treatment. Many of the mining towns started in the last
ten years would form models for any industrial community,
and more and more of the operatois were realizing the .value of
pleasant environment.

Mr. Carl Sciiolz (Chicago, Illinois) wrote that Mr. Dean
had described in a very interesting manner American mining
methods and equipment, but he could not agree with him in his
statement that " the principal reason why the United States of
America leads in production per man is because large-capacity
mine-cars are used in American mines." He did not think that
it would be any more difficult for a British mining engineer to
adopt such cars, if he were ordered to do so, than it would be for
an engineer in the United States to be compelled to use the
British cars; indeed, he thought that the latter task would be
the easier of the two.

There were many reasons why men produced more coal in
the United States per working day than in Europe, and he
wished to enumerate a few which occurred to him ofp-hand : —

(1) The veins m the United States were uniformly much
thicker than in Europe. The large producing mines in Illinois
and West Virginia had veins from 7 to 9 feet thick.

(2) Xearly all the veins in the United States lay level, or
with a sufficient dip for economical haulage operations. The
major portion of the Continental coal lay in pitching veins,
ranging from 10 degrees to almost vertical.

144- TUANSACTIONS THE NOinil OK ENGLAND INSTITUTE. ["Vol. Ixvf.

(8) The ininiuo' metliods on the Continent necessitated the
complete extraction of the coal, which called for more labour
and reduced the output per man. The labour required in fillinpr
worked-out places in Germany and Belgium represented an ex-
pense of about Is. (25 cents) per ton, which necessarily meant a
material expenditure of labour. This was due mainly to the
fact that tlie coalfields on the Continent were situated in thickly-
populated districts, where the ])uilding"s on the surface must be
protected against subsidence. This coiulition did not exist in
the United States. The West Virginian fields, for instance,
were situated entirely in mountainous country where the surface
had no value whatsoever, except for grazing and as timber land,
and the question of settlement, therefore, did not receive any
consideration.

(4) In Continental mines the work of mining coal was divided
between tlie miner and the loader. The miner's entire time was
devoted to getting the coal and timbering tlie face. The loader's
time was given to filling the cars. Tin's condition undoubtedly
led to more or less waste of time, but it was an apprentice
system which had become an established custom. In the United
States any man upon obtaining employment was permitted to go
to the face, to mine and load the coal, and also to timber his
working-place. The great difference in conditions made this
practice possible.

(5) Greater precautions were taken for the prevention of acci-
dents and more foremen and supervisors were employed than
in European mines as compared with American practice. In
Europe there was a mine-foreman for every twenty or twenty-
five miners ; in the United States there was one to every 100
or 150 miners, depending upon the size of the mine.

(6) The increased difficulties in mining coal from greater
depths, the handling of large volumes of water, and the method
of mining a number of different veins from the same shaft (a
condition which was very common abroad), increased greatly
the forces required against the simpler operations in the United
States, where a great many drift-mines produced coal without
the use of any mechanical power, where the mines were self-
draining, and where cars were run by gravity from the working-
face to the tipple.

(7) The restrictions against shooting from the solid and fre-

1915-1916 ] DISCUSSION AMERICAN COAL-MIXING METHODS. 145

quently the entire elimination of explosives in coal-j?etting, as
compared with the solid shooting- methods in the United States.
Where powder performed the major portion of the work, this
necessarily resulted in a greater production per man.

From the above comparisons, it would seem that mine-cars
had not so much to do with the increased production per man
as the great difference in physical conditions. As a matter of
fact, in longwall mines in the United States small cars and
narrow gauges proved more successful than large cars, on
account of the great cost of " brushing." Where the conditions
more closely reseni])led those in Europe, owing to thinner veins
or pitches (as was the rase in Missouri, Oklahoma, and
Michigan), the tonnage per man was greatly reduced, and did
not exceed very much that produced in Europe.

It was undoubtedly true that very close supervision had made
men more cautious, and, perhaps, less aggressive. That they
were less daring and less willing to take chances was well
reflected in the lower accident rate, and there was a tendency in
the United States to work in this direction. There was no ques-
tion that the " safety iirst " slogan tended to reduce the output
per man, but also lessened the loss of life. The mine-operators
and manufacturers in the United States together had been more
active in the design and employment of labour-saving devices,
chiefly undercutting machinery, a condition which was largely
due to the relatively high rate of wages ; but the physical con-
ditions had contributed their share towards making these tests
more encouraging.

While American practice had been in the direction of large
output and heavy production per man, this practice had carried
with it a large loss of coal in the ground. The Continental
mines, on the other hand, took out all the coal that they could,
and obtained results in directions which had not been aimed at
generally in the United States — namely, the utilization of fine
coals by destructive distillation, briquetting, and better prepara-
tion by sizing and the removal of impurities — all of which called
for more men and reduced the output for each employee.

The low selling price of coal, furthermore, had not prompted
economies in its use as a general proposition, as was the case in
Europe. It was true that all the newer plants were designed
and built with the view of greater economy ; but it appeared that
the United States with its large agricultural interests in 1911

146 'I'HAXSACTIOXS THE N()l{ I'll OF ENGLAND INSTITUTE. fVol. Ixvi.

<'onsume(l 454 tons per id pita. Germany, whicli was essentially
a manufacturmg- nation, had, on the other hand, consumed only
2'03 tons per capita ; and France only 1"44 tons. Jiist where the
correct answer lay was a matter of speculation.

Mr. George N. Lantz (New Straitsville, Ohio) wrote that
the section of the paper which dealt with the size of mine-cars was
of particular interest to American mining men at the present
time, as a correspondent in Coal Age had recently suggested a
change to the lighter and simpler car of former days. The
correspondent's objection, however, was not founded on the
capacity of the mine-car, but rather on its weight.

It might be true in some cases that excess weight was
carried. He was convinced, however, that in nearly all cases
the use of larger and heavier cars was justified. The evolution
of the American mine-car had been a natural process. From
the time w'hen the coal-mining industry was new, and the
bituminous mine in particular was regarded as " a hole in the
ground with a hen-coop over it," to the present time when
equipment must be installed for a large tonnage and easy
preparation, capacity and weight had been added to mine-cars
only when the need for a more serviceable car became apparent.

Just as the railwa}' companies had been able to reduce the
cost per ton-mile by the use of heavier equipment, so the mining
companies had found it expedient to lay heavier track, instal
more powerful locomotives, and stronger and larger cars, in
order to move a larger tonnage in a shorter time with less power.
Steel cars, or cars with thicker wooden sides and bottoms, had
been installed, the greater initial cost and the greater weight
being justified by less frequent repairs. Heavier binders had
served to hold the car more rigidly, and to keep it to its proper
shapej and, in the case of wooden cars, to prevent the machine-
cuttings from spilling in the roadway. Heavier and thicker
car-bumpers had prevented buckling, and had been the means
of reducing the number of derailments on curves . Larger axles
and heavier axle-binders had served to maintain proper align-
ment, decreasing the cost of repairs, and requiring less power,
by eliminating friction between the rails and the flange of the
car-w^heel. It had been found easier for the loader to move
by hand car-wheels of a large diameter than wheels of small

1915-1916.] DlSCrssiOX AMERICAX COAL-MIXIXi; METHODS. 147

diameter. Roller-bearing self-lubricating- wheels, while somewhat
heavier than the simpler wheels, had justified their use. Cars
equipped with such wheels had been known to start on a
^-per-eent. grade. Engineers tests had shown them to be so
wonomical as to save a half in power consumption.

In general the larger cars in use throughout America had
proved their value directly. They had also an indirect value in
the saving that might be effected in labour. Larger cars were
as easily moved by hand under proper conditions as smaller cars.
A motorman and trip-rider could haul much more coal at the
same labour cost by the use of larger cars and larger loco-
motives. On the tipple the same force that would be needed
for small cars could dump the larger cars. Obvioush-, in a
tipple equipped to handle entire trips at a time, the machinery
would manipulate a large tonnage as easily as a small tonnage.
In the less pretentious tipples, where dumping was done by
hand, a dumper could dump a hundred cars containing three tons
each in the time it would take him to dump a liundred cars
containing 1^^ tons each, thus doubling his productiveness at the
same labour cost. Part of this saving would necessarily be added
to a slightly increased cost of labour for trimming and cleaning
the coal, but the entire transaction would show a lower cost per
ton.

The loader was able to produce a higher tonnage by the use
of larger cars, as he would spend less time in waiting for cars,
changing cars, and cribbing his car. In general, the size of the
car was limited only by the abilitj' of the loader, and by the
natural conditions of the mine. The cars must not be too high
or too long, or the loader would not be able to load easily. The
width of the entry or the length of the car would limit the
width. The height of the vein did not always limit the height
of the car.

English visitors in America were probably more familiar
with the higher veins than with the low coal that abounded in
some districts, but it had been found in many instances that
taking up bottom, or taking down top, to permit of the entrance
of a larger car, reduced the cost of mining per ton.

There might be changes in the construction of the mine-car
in America : there might be changes in type, or slight changes
in the various makes so as to conform to a certain standard ; but
the large-capacity mine-car had come to stay.

148 TRANSACTIONS THE NOKTII OF ENGLAND INSTITUTE. | Vol. Ixvi.

Prof. George J. Young (University of Minnesota, Minne-
apolis) wrote that the paper was an excellent presentation of
modern mechanical equipment used in the coal-mines of the
United States of America. The title of the paper was somewhat
misleading, since it covered the mechanical appliances used in
breaking", undercutting, transportation, etc. The term "mining
method " was generally used in a broader sense — the lay-out of
the mine, the system of mining, the support of the ground, and
the underground mechanical equipment. The mining methods
in common use were so well understood that tlieir omission from
the paper would not be taken as a serious objection.

Mr. Afdley Hart Stow (Pocahontas) wrote that he had read
Mr. Dean's paper with much interest. The impression left was
that the subject had been covered clearly, yet concisely. Only
one criticism occurred to the writer.

Unquestionably, the general tendency in modern coal-mining
was to adopt railroad standards in so far as was practical. The
result of this had been a marked improvement in several respects.
However, in regard to the gauge of the track, it was doubted
whether the standard railroad gauge of 56i inches would ever
become popular. The, statements in this connexion, as given by
Mr. Dean, were correct. It was only the impression gained in
this connexion from reading the paper to which exception was
taken. The writer happened to be familiar with this phase of
the subject in the district under consideration.

The wide gauge unquestionably had certain advantages, and
also a few advocates; it, however, unfortunately also had certain
disadvantages, which were not altogether trivial nor to be lightly
disregarded. Its advocates were thought to be largely in the
minority as the extensive developments of the present day were
practically all adapted to the narrow gauges. With regard to
gauge, it was believed that the railway standard would never be
generally adopted. In all probability 48 inches would be the
maximum.

1915-1916] DISCUSSION-AMEKICAX COAL-.IININC. MKTUODS. l49

THE KORTH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastle-upon-Tyne,

February r2TH, 1916.

Mr. T. Y. greener, Prksiuent, in the Chair.

The Secretary read tlie minutes of the last General Meeting,
and reported the proceedings of the Council at their meetings
on January 29th and that day.

The following gentlemen were elected, having been pre-
viously nominated: —

Mr. YASUKurTuTruBAYASHi, CoUierv Manager, Daixnyokoji, Karatsun.achi,

Sagaken, Japan. Kr^crineer The Maikop Pipeline

Mr. John Clark Templeton, Mechanical Kngmeer, Ihe ■ P ^

& Transport Company, Limited, Apsheron sk ay a, near Maikop, Kuban

District, South Russia.
M, „...rB:™r.:Fo...-over..„, 41. Wes.co.. Ko,d, T,..e .oC. BO.,
M. j'hTcSm:":; come., «„.«>.» >„„ a,*..,. 0™„,„,„ 35. Sutio,,

Colliery, South Sluelds.

DISCUSSION OF MR. ^^^^^^^, ^^^, ^^^^HOD^
-MODERN AMERICAN COAL-MINI>G MEIHODS,

WITH SOME COMPARISONS. •*

Mr S.MUEL Dean (Delagua, Colorado) wrote that it was n

pleasure to him to find that his paper had been discuss.d by so

' Trans. InsL M. E., 1915, vol. 1., pages 179 and 3SS.

YOL. LXTI.-1815-1916.

150 TUAXSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi

hiifi'e a liumher of mining men in diii'erent countries, and he
liojx'd that what might he now called the " pit-car controversy "
would not he allowed to die.

Mr. E. W. Parker and others disagreed with his statement
that the princi})al reason why the United States of America led
in jnoduction i)er man lay in, the size of mine-cai\s used, and
gave the credit to the employment of mechanical coal-cutters.
He (Mr. Dean) claimed that even if there were not a single coal-
cutter in use in the mines, America would still lead in output
per man, and when the members had read his remarks they
would understand why he made this statement. He agreed,
however, that the extensive use of mechanical coal-cutters was
one of the reasons why the United States was so far in the lead
in that direction.

He wished particularly to direct attention to the remarks of
Mr. Alfred J. Tonge, who was formerly a well-known English
colliery manager. Mr. Tonge stated that there was need for
serious reflection on the part of British colliery engineers as to
how far they could go towards increasing the mine-car capacity,
the improvement of rolling-stock, the permanent way, and the
haulage facilities underground. One saw improvements in the
surface equipment at Br-itish collieries, and recognized many
Continental features. At a neM- colliery — say, Horden, on the
south-east coast of Durham — thanks to German draughtsmen,
there was a modern-looking heapstead building; but the under-
ground methods were not much in advance of those of 30 years
ago. These underground problems should not be allowed to rest
until they had been threshed out and solved, and, naturally, after
that improvements would continue indefinitely.

Mr. Tonge stated that the use of electric locomotives would not
be considered likely in British mines, without giving his reason
for this opinion ; but the writer failed to see why that should be
so. Such locomotives could be employed with comparative safety
in all mines w'here open lights were used in the roadways, and
there were open-light mines in Great Britain. Trolley-locomo-
tives also would be permissible in all mines where other than
permitted explosives were used for blasting purposes. It was a
simple matter to treat haulage-roads with stone-dust, so as to
prevent explosions of coal-dust through short-circuiting or from
the arcing of trolley-wires This matter was dealt with in the

1915-1916.] DlSCrSSIOX AMERICAX C()AL-MI.\I\(; METHODS. 151'

discussion of a previous paper.* In mines giving oft' large quan-
tities of gas nuieli could he done by increasing the height on the-
secondary roads, and by employing' three to six-horse or mule-
teams (six mules in a team), driven at top speed, and pulling-
fairly long trains of large tubs, with roller-bearing wheels over
heavy rails. The leading mule would carry a permitted " bulls-
eye " electric lamp on the collar, which would resemble a minia-
ture searchlight; or the compressed-air locomotive could be used.
This was not a terrible machine to have in a mine, and any aver-
sion to its use vanished on closer acquaintance. If subsidiary
rope haulage on secondary roads were preferred, the mule teams
could be employed on such roads during periods preceding the
installation of the rope-haulage. Single mules could be used be-
tween the furthest iu-bye partings and the faces. A mule could
" rough it" better than a horse underground; his "mine life "
was longer ; he knew M'hen he was overloaded ; and sometimes dis-
played a nearly human sense of danger.

It was doubtful whether endless-rope haidage was as efficient
as it was stated to be. It was slow, and required a " little army "
of men and boys to attend to it. In his opinion main-rope or
main-and-tail-rope haulage, pulling up main down-brow or dip
haulage-roads, with traction haulage on the levels, would beat it.

Mr. Tonge had spoken of the amount of brushing which would
be necessary in British mines, and at first the brushing of both
the top and the bottom in thin seams in America had appeared to
him (Mr. Dean) to be an unnecessary expense ; but he knew now
that it was the proper course to follow, and that it "paid."
Where new seams were being opened up, and face-conveyors
employed, it would be madness not to use tubs of large capacitJ^

Different writers had drawn comparisons between " large "
and " small " cars without stating the respective capacities of the
cars, and he wished to explain that when an American spoke of a
" small " car, he meant a car of from 1 to 2 tons capacity.
From a British point of view a 2-ton car would be a large one.

Mr. W. E. AVilson had covered the ground in a very intelli-
gent manner. He had drawn a moving picture of a man loading
two tons of coal in a mine when 10-cwt. tubs Avere used. That man-
would fill his first tub, and would then wait until it had beeit

* Trans. Inst. M. E., 1913, vol. xlvi., page 387 ; and vol. xlvii., page 136.

152 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

removed and replaced by an empty tub, or he would remove it
himself and return with an empty one. He would repeat this
operation four times, and each period of waiting or tramming
would doubtless be of longer duration than the time required to
fill the tub. On the other hand, if he received a 2-ton tub and
filled that in the time required to fill two 10-cwt. tubs, including
the periods of waiting or tramming, which was quite likely, it
was at once apparent that his output would be doubled, and that
only half the number of men would be required at the face to
produce the same quantity of coal. A .similar picture could be
drawn all the way from the face to the shaft-bottom. When a
putter, drawer, trammer, or driver took a 10-cwt. tub from the
flat, shunt, siding, or parting, he travelled a certain distance to
the coal-face and back, returning with half-a-ton of coal. If he
had taken a 2-ton tub, he would have covered the ground in the
same period of time, but would have returned with 2 tons of
coal. In handling the tubs between the furthest in-bye parting
and the shaft similar comparisons held good, and the number of
haulage hands could be reduced at least 50 per cent, and yet deal
with the same quantity of coal.

There was little difficulty in dealing with large tubs in deep
shafts : they had been in use in the deep mines of South Wales
for over half a century, as Mr. W. H. Eoutledge had pointed
out; but it was difficult to induce the miners there to fill them to
their fullest capacity, and on account of super-unionism the
advantages of large cars had not been allowed to become known.
In the United States over 35 per cent, of the bituminous output
came from shaft mines where large cars were used.

Mr. G. S. Brackett spoke of the characteristic which went to
extremes, and Mr. I. C. Parfitt had certainly gone to an extreme
in his contribution to the discussion. He had painted life in the
mining camps in very drab colours, yet it was true that many
companies were building .superior houses for their employees, and
others were improving existing conditions ; but about these
improvements and the brighter side of the picture Mr. Parfitt
was silent. That there was plenty of room for improvement he
(Mr. Dean) would not deny, but Mr. Parfitt, having gone so far,
might have explained the political system which permitted any-
one to go into the " coal-mining business," and, in an effort to
get rich quickly, to throw up a number of wooden ' ' shacks " or

1915-1916.] DISCrsSlOX — AMKKICAX C(JAL-M1XINC; MKTIIODS. 163

huts, and employ a butclier or a l)aker as superintendent or
manager of the " mine." In a previous paper* he (Mr. Dean)
had described and illustrated a modern mining village at
Marianna, Pennsylvania.

The writer j\ould now deal with the remarks of Mr. H. W. G.
Halbaum, who had stated that the supposed superiority of the
American miner sank to zero or became a minus quantity in thin
seams, and that the general output of the British filler was 11 to
13 tons per sliift in 3-foot seams. He (Mr. Dean) was delighted
to hear this, but he was probably correct in assuming that these
fillers did nothing but fill ; they did no datalling, and many
things that they might do for themselves were done for tlieni by
others. He (Mr. Dean) had not forgotten what he had to do for
them. After serving his apprenticeship with a firm of mining
engineers, he had secured employment as a dataller at some
Lancashire collieries. As the colliers advanced, it was part of
his duty to follow and take up " bottom " for them (the local
mine term was "warrant"), and they made him carry props,
etc., for them. lie had long ago forgiven them for this, but, as
conditions were to-day, they might do much of this work them-
selves, say, while waiting for empties, and at other times. Later
on, he found that in the county of Durham the hewers had to
employ deputies even to set their props for them. He mentioned
these matters so that Mr. Halbaum might know that he had a
little knowledge of coal-mining methods on both sides of the
Atlantic. If the conditions were the same to-day — and he did
not suppose that they had changed — his suggestion was that the
staffs of datallers or shifters might be cut down, and that some of
ihem might be sent to the coal-face. The services of so many in
these departments were not at all necessary, and, if his sugges-
tions were adopted, the national output would be raised. That
tliis was possible was shown by tlie fact that one man alone was
capable of loading 25 tons in an 8-hour bank-to-bank shift. Mr.
Halbaum used the term " county average," and it occurred to
him (Mr. Dean) when he read of the filler who loaded 25 tons (and
it was assumed that he was not loading on to a conveyor) that Mr.
Halbaum had omitted to relate the conversation which this man
had with the clieckweighman on the following day. It was very

* " Coal-mining in the State of Pennsylvania, United States of America,"
Trana. Init. M. E., 1914, vol. xlviii., page 367.

154 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [^"^ol. Ixvi.

likely that Ww filler would be told tluit he had done something
which was contrary to " comity custom."

Mr. Halbaum knew, of course, the significaDce of these terms,
" county custom," or " local custom," and that the reason why
10-cwt. tubs were used was partly to be sought in local custom.
But did he know, when he spoke of high outputs per man at the
face in thin seams, as high as or higher than the production per
man in American 6-foot seams, that, instead of bolstering up the
case for the 10-cwt. tub, he had simply ruined it? If the output
at the face was so high, why was it that the output, for all men
employed, was so low? It showed that thousands of men and
boys were required to move those small tubs, backwards and for-
wards, between the coal-face and the pit-bottom, where, if tubs
of larger capacity were used, hundreds could do the work and
send the same quantity of coal to the surface.

Mr. Halbaum could imagine — and Mr. Carl Scholz also — how
many " sea tubs " and men would be required, and how much
time would be occupied, to move the live and dead " freight"
across the Atlantic, in normal times, if cockle-boats were used
instead of " Aquitanias " and " Olympics."

Mr. Scholz had made some interesting comparisons between
the conditions prevalent in Germany and those in America, and
had stated that it would be easier to adopt British cars in America
than vice veisa. There was no doubt about that : there would be
ample room for 10-cwt. tubs in American mines, but Mr. W. R.
Peck had explained what the result would be.

Mr. Scholz's mines were situated in Illinois, Indiana, and
Oklahoma, where the United Mine AYorkers Association of
America was in control, and the coal was shot from the solid
with black powder — a reprehensible practice. In Oklahoma it
was difficult to obtain shot-firers at 20s. a day for a few hours'
work. He (the shot-firer) was like a man going down into the
jaws of hell when he entered the mine to touch off the heavy
charges after the other employees had gone home. At some
Oklahoma mines all the shots were coupled up to electric wires,
which were carried to the outside, and when the switch was
thrown in they' a 11 went off together in the whole of the mine, like
the simultaneous firing of massed batteries of field guns. Every-
one was out of the mine when this took place, but the outside
world did not know how many dust explosions and fires occurred.

1915-1916.] DlSCrSSIOX AMERICAN COAL-MIXIXG METHODS. 155

In the State of Colorado — to make another comparison —
where the United Mine Workers Association was not recognized,
nothing l)iit permissible explosives were allowed in the open-light
coking-coal mines, and the coal nnist be undermined to a greater
depth than the shot-hole.

Mr. Scholz had given a number of reasons why the output per
man was higher in America than Europe. But he (Mr. Dean)
was prepared to prove that, taking seams of similar thickness
worked on the room-and-pillar or pillar-and-stall sj'stem, includ-
ing only men employed in mining and filling and haulage work,
America was in front of any other country, and the reason for
this lay in the size of the mine-cars used.

Eeferring to the 6-foot seam, which the writ-er spoke of and
by which he stated that an average output of 10 tons per man
could be kept up easily if the men received a regular supply of
empties, it might be of interest to add that the machine cut out
5 inches of slate, but there were three other bands of slate in the
seam, and this slate was picked out by the fillers before they
loaded the coal. This work took up a great deal of their time.
Few of the fillers were what could be called "skilled " miners,
and they were made up of the following nationalities : —

Per cent.
Austrians ... ... ... ... ... ... '2

Italians ...
Greeks ...
Bulgarians
Japanese
Mexicans

18
22
10
8
.30

In addition to cleaning the coal and loading it, they
systematically cross-barred and timbered their working-places
according to the State law, laid their own track, drilled their
own shot-holes, and removed any roof slate which fell at the
face. They worked 8 hours, and' their earnings averaged
13s. 6d. per shift, although some of the men averaged 20s. (4-80
dollars) a shift. The earnings of some of the Mexicans often
fell to 10s., because at the slightest opportunity a native of that
country south of the Eio Grrande would stop to roll and smoke a
cigarette in an open-light mine. He was also fond of visiting if
other men of his nationality were employed near him, and was a
philosopher in a way, because he always looked to the future
(manana).

156 THAXSACTIONS — THE XORTII OF ENGLAND INSTITUTE. [Vol. Ixvi.

Mr. Halbaiuu had surmised that he (Mr. Dean) would not
wehome a comparison of tlie results of British maoliine-mining
with those of American machine and hand-work, but he was mis-
taken. Such a comparison would probably convert even Mr.
Halbaum, and it was invited — showing outputs for all men
employed. It would be interesting to see how the work of the
ignorant agricultural emigrant from Eastern and Southern
Europe compared with that of the " practical " miner now in the
bondage of trade unionism.

He agreed, to use Mr. Halbaum's words, that safety was an
essential condition of modernity, and the modern mining man
in America realized that; but each State had its own mining
law, and no two were alike. In addition, the State Mine In-
spector was placed in office by the politician : the two worked
hand in hand, and the high death-rate in American mines was a
monument to that "combination." However, conditions were
slowly changing for the better, and the future would see a much
lower accident-rate. But large cars and locomotives were not
the cause of numerous fatalities. Locomotives were used in
Westphalia, and big trams in South "Wales, and the accident-
rates were not unduly liigh in those two coalfields. He could
say, after Si years" experience in American mines, that the dan-
gers of electricity were much exaggerated by labour politicians
in Great Britain. There were hundreds of miles of mine road-
ways in America containing bare and insulated conductors, the
bare wires being from 4 to 6 feet above the rail. One unaccus-
tomed to sucli conditions would imagine tliat the roadways were
exceptionally dangerous ; but it was remarkable how quickly
even a " greenhorn " learned that he must keep away from bare
live wires. And, where the voltage was not over 250, men wear-
ing ordinary cotton gloves frequently handled such wires.

In looking over the /^ejso;'^ of the Committee upon Mechanical
Coal-cutting, published by The North of England Institute of
Mining and Mechanical Engineers, and the Yellow Book No. 7,
issued by Messrs. Mavor & Coulson, Limited, of Glasgow, he was
sorry to find that tlie figures given did not compare very favour-
ably with Mr., Halbaum's 11 to 13 tons at the face in 3-foot
seams. The following particulars were taken from the Report
of tlie Committee upon Mechanical Coal-cutting : —

1915-1916.]

DISCrSSlOX AMERICAN COAL-MINING METHODS.

157

Pages.

District.

Thickness of
Seam.

Output per man
at face.

Machine-holing.

Hand-holing.

Ft. Ins.

Tons.

Tods.

34-35

Scotland

3 2

—

34-35

Lancashire

4 6

34-35

Yorkshire

5 5i

5-25

3-75

34-35

Lancashire

3 6

3-15

1-87

38-39

Derbyshire

6 6

4-5

40-41

Warwickshire

5 6

40-41

Yorkshire ...

4 4

40-41

Staffordshire

4 0

7-5

2-5

The following figures were from Messrs. Mavor & Coiilsou's
Yellow Booh No. 7, and related to machine-mining: —

Page.

Thickness of Seam.

Output.

47
54
66
75*

78t
89

Ft. Ins.

3 6

5 2
5 2
1 9
1 6i

4 3

Output to haulage per man per shift, 3 "7 tons.
Coal filled per filler, 5 tons.
Output to haulage per man per shift, oh tons.
Coal filled per filler, 4 tons.

,, ,, ,, 8 to 9 tons.

,, ,, ,, 4 tons.

A Belgian colliery.

j A Continental colliery.

Mr. Halbaiim had criticized what he cou.sidered the iuefii-
ciency of machine-mining in America, and had spoken of
machines " eating their heads olf," and of methods which would
cause the bankruptcy of British collieries. It was not necessary to
explain to members possessed of a liberal knowledge of machine-
mining that the time consumed in flitting (room-and-pillar
work), unloading and loading the machine, pulling up to and
back from the face, oiling, changing bits, clearing small falls,
removing and resetting props, etc. (a dataller was not provided
to do this work), was much in excess of that required to cut
across the places. When the machines were actually cutting,
the speeds per minute were those stated in the tables. The lineal
cuts per shift were not by any means record figures, and, if
they were below British averages, he (Mr. Dean) was glad to
know it. Comparisons were not odious : this was a platitude
often used by persons who did not understand its meaning. A
comparison was of practical utility : it served to ascertain the
true relation of objects. Odious signified hateful, and he felt
sure that hate did not exist in the minds of the writer of the
paper or of the gentlemen who had taken part in the discus.siou.

158 TRANSACTIONS — ^TIIE NORTH OF ENGLAND INSTITUTK. [Vol. Ixvi.

On the contrary, the desire was to aid and assist. A man could
only gain from the experience of others by making- comparisons.

The writer wished to thank heartily all the gentlemen who
had taken part in the discussion. His object in writing the
paper was not to make comparisons unfavourable to Great
Britain; he had something- much larger in view, and he
appealed to young- British mining men, when they went abroad
to India, China, South xVmerica, Africa, and other countries,
not to take their 10-cwt. tubs and narrow gauges with them.

Just as the timid men of to-day eclipsed the still more timid
men of 30 years ago, so would the men of to-day be eclipsed in
their turn by their bolder sons, who would presently increase
output and profits by the simple means of doing all the " inept "
and " unpractical " things which their fathers labelled im-
possible. The fruits then reaped would justify the comparisons
that were now being made.

Mr. Simon Tate (Trimdon Grange) wrote that the members
were much indebted to Mr. Dean for his very interesting and
instructive paper. In offering the following observations, he
would like it to be understood that lie did< so, not in a spirit of
captious criticism, but for the purpose of stimulating a full and
exhaustive discussion, to elicit further information, and to ascer-
tain whether it were possible to adopt all or any of the sugges-
tions set forth in the paper, with the view of improving the output
of British collieries, the production of the workmen engaged
therein, and of lessening the cost of working.

The subjects dealt with by Mr. Dean were familiar to all
the members, and the question of reducing the cost of working-
coal was one that was daily before every colliery manager,
engineer, and agent. It was one of the principal ideas set forth
in the Inaugural Address of the first President of the Institute
at the first meeting, when he stated that one of the purposes of
the Institute was that of advancement in the science of mining
and the economical working of coal. Personally, he considered
that this was the main object which ought ever to be before the
eyes of mining engineers, especially those who were members of
this Institute.

The writer of the paper had adduced statistics to prove that
the American methods of producing coal were more efficient in

1915-1916.] DISCUS810X AMERICAN COAL-MIXIXG METHODS.

159

obtaining a large output per man than were the methods adopted
in other countries. When he stated that the annual output per
man employed in the bituminous mines of the United States
had been raised in 23 years from 579 to 837 tons, equal to an
increase of 44 per cent., the result was so startling that British
mining men were bound to investigate the reasons, and to
ascertain whether it was possible for them to adopt such of the
American methods as were applicable to the conditions prevail-
ing in British mines. Mr. Dean had given altogether four
principal reasons for their success, namely : —

(1) The use of large-sized mine-cars, rendered possible by the
adoption of loose wheels and axles.

(2) The use of coal-mining machines, generally electrically
driven .

(3) The use of electric and comp.ressed-air locomotives for
underground haulage.

(4) The provision of strong, heavy underground railroads,
properly engineered, correctly aligned and graded, well and sub-
stantially laid throughout.

(1) Mr. Dean gave it as his mature opinion that the principal
reason why the United States was so far ahead in the output
per mail was due to the use of large-capacity mine-cars. This
was an important assertion, probably the most important in the
whole of his paper.

Probably no one would question the correctness of the theory
that it was advisable that the capacity of the vehicle used for
carrying coal or similar material should be as large as practicable,
and that the net weight of such a vehicle should be as small as
possible, compatible with sufficient strength to stand wear and
tear : for, all other factors being equal, the greater the difference
was between the load carried and the tare of the vehicle, the
greater would be the useful effect obtained.

It appeared to him (Mr. Tate) that the benefit of using large
cars was cumulative, for every time that the car, whether laden
or otherwise, was moved by man, horse, or mechanical means, a
proportionate gain accrued.

He was strongly of opinion that in the Xorth of England
tubs of too small a capacity were often used, and that in many
cases larger tubs, following somewhat American ideas, would be
an advantage. If the American car carrying 4 tons was com-

160 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. ["Vol, Ixvi.

pared with the English tub carrying 10 cwts., it woulcl be found
that for tlie same load of 4 tons the following result would be
obtained : —

1 American Car.

Pounds.
Weight of one empt}' car ... 3,000

Load of 4 tons carried ... ... 8,960

Total weight of one loaded car 1 1,960

8 Engltsh Tcbs.

Pounds.
Weight of eight empty tubs

(6 cwts. each) ... ... 5,376

Lovd of 10 cwts. per tub ... 8,960

Total weight of eight loaded tubs 14,336

This was equal to 20 per cent, less weight to draw on the full
tub, and 79 per cent, on the empty tub, every time that the tub
had to be forcibly moved, and further, each time that the large
car was in service it was eight times as effective as one 10-cwt.
tub.

In Xorthumberland and Durham the weight of coal carried
in a tub was not quite as 2 to 1 ; in fact, sometimes with very
small tubs it was as low as 1| to 1. In America with the big
tubs it was as 3 to 1, which was 50 per cent, better than British
ordinary practice.

Moreover, there was in the one case only the friction of four
large-sized wheels to overcome, as against thirty-two small
wheels in the other case r and, taking into consideration the fact
that the one had roller-bearings with a minimum amount of fric-
tion, and that in the other there were thirty-two wheels with
bearings generally of a very crude character, the difference in
favour of the larger tub must be enormous.

In the case of a train of twenty of these tubs, which would
be equal to a train of 160 of the British small tubs, the drawing
power required to haul the train would probably not be more
than half that required to haul the train of small tubs.

Mr. Dean had mentioned especially the advantage of the
large tub in keeping the fillers fully employed, and had stated
that these men filled about 15 tons per shift of 8 hours. AVhilst
not wishing to belittle this statement, he (Mr. Tate) would like to
mention that he had, during the last 30 years, some putters and
fillers filling and putting, from a seam averaging 2 feet 3 inches
thick, 10 to 12 tons per shift, using small tubs of a capacity of
7| cwts., and putting the tubs an average distance of about 70
to 80 yards. This arrangement of labour had the following
advantages: — {a) constant employment; (h) change of work

1915-1916] DISCrSSlOX AMERICAX COAL-MIXIXO METIIOD>

ICl

almost equal to a rest ; and (c) no waste of labour iu changin.!^
" led " tubs. The putter in most cases could reach the flat sooner
than he could change the tub, for it must be remembered that
every time that a putter changed a tub he travelled the distance
between tlie siding and the face four times — twice with a tub
and twice without one; in fact, all his exertions in changing the
tub were directly and positively wasteful.

This system of filling and putting was, in his opinion, better
than keeping a filler coustantlj- employed at the face at one class
of work, because the work was not so monotonous, the filler had
a necessary change of work and position, and, instead of sitting
down to rest, he received to some extent the rest that he needed
by the change of labour ; if ordinary care were taken to main-
tain a supply of tubs, the work of the putters and fillers was
practically continuous from start to finish of the shift. He (Mr.
Tate) considered that it was bad practice to have a long distance
between the flat and the face.

When Mr. Dean gave it as his deliberate opinion that the
large increase in the output per person employed in American
mines was principally due to the adoption of tubs carrying 4 tons
of coal, he (Mr. Tate) was somewhat sceptical. He could realize
that in thick seams or in longwall working, where conveyors
were in use under suitable conditions as to the inclination of the
seam, etc.. such tubs could be favourably used : but lie could not
imagine such manifold results as did Mr. Dean. For, after all, it
was principally a question of getting a hewer's or a filler's work
out, and if he was supplied with an unlimited number of 10-cwt.
tubs, this was equal to (or better than) being supplied with a full
quantity of 4-ton tubs. In British seams and under British con-
ditions, one could never hope to approach tubs of a capacity of
4 tons.

He thouglit that if he had to lay out a new pit he would
certainly endeavour to adopt to some extent the American idea
of providing a considerably larger tub than was generally used
in Britain. He had no doubt that a tub built on the American
principle, to carry 15 or 20 cwts.. with loose wheels and roller-
bearings, would be as light and as easy to move as the present
ordinary tubs, and would travel in less height and therefore save
making height.

He need hardlv sav that the larger size of American car could

102 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

not readily be adojjted at tlie old collieries ; in fact, in order to get
room in a shaft for two cages sufficiently large for some of tlio
cars, a circular sliaft 22 feet in diameter would be required. Sucli
a change might possibly be effected in some of the shallow pits,
but in deep pits it would be too great an undertaking.

(2) The writer had mentioned the extensive use of coal-
cutting machines, and here he (Mr. Tate) thought that he was on
safe ground, because in these days of restricted physical effort
he believed that mechanical coal-cutfers were absolutely essen-
tial wherever the work of coal-getting at the face was at all
laborious. It mattered not whether the seam was thick or thin,
holing by manual labour in strong material was fast becoming
impracticable.

In this country the passing of the Minimum Wage Act had
been the death-knell to strenuous coal-hewing, the great
majority of coal-hewers preferring to earn the minimum stan-
dard wage on easy terms to earning a moderately good wage for
which they had to work laboriously ; and in future it would be
necessary that the coal-getting must be made easy work, either
by altering the method or the system of work, or by installing
machinery to do the strenuous part of the coal-hewer's duty.

American mining engineers seemed to be far ahead of their
British brethren in machine-mining. Mr. Dean had stated that
one electrically-driven Arcwall machine had cut in one shift of
10 hours twenty rooms each 20 feet wide with a depth of holing
of 7 feet. This was equal to an area of 311 square yards, and
with a seam, say, 3 feet thick, one machine would yield about
220 to 250 tons of coal. It seemed more like a fairy tale than
honest coal-mining, and yet the statement was further verified
by the number of fillers allotted to each machine. Surely, with
such facts before them, it was time for British mining engineers
to alter their ways and methods.

The North of England was the home of bord-and-pillar
working, which system seemed particularly adapted to the
American method with machines, and in " whole-mine " work-
ing it would be possible in many cases to use electricity with
perfect immunity from danger, whereas in longwall working in
the same seam it might be considered highly risky.

At the present time, owing to the scarcity of hewers and
stonemen, it was of vital importance that strong efforts should

1915-1916.] DlSCrSSIOX AMERICAN CUAL-MIXIX(; METHODS. 1C3

be made to use macliines wlierever possible, in order to maiutaiu
the output : aud, as it was necessary that as few hands as pos-
sible should be employed in .stone-work and shift-work, it was
advisable to work the coal into pillars by coal-cutting machines
wherever the coal was hard. The writer had not mentioned Ihe
use of power-drills, which were useful and labour-saving-
machines when used either in coal or in stone.

It .should be borne in mind that, owing to the war, it might
be many years before the full complement of men returned to
the mine ; and, as it was of the utmost importance to obtain as
large an output of coal as possible, it was one's duty to intro-
duce machinery wherever possible to take the place of human
labour, and especially so for all such laborious work as coal-
hewing in hard seams.

He (Mr. Tate) had recently installed some compressed-air
pick-machines and power-drills, and found that by their use he
could materially increase the output per man; but, owing to the
obstructive tactics of the workmen, the benefit in costs which he
ought to have received had been much discounted.

(3) In the free use of electricity American mining engineers
had undoubtedly a great advantage over their British brethren,
as they were not fettered by stringent and restrictive electrical
laws such as were in force in Great Britain ; consequently, they
were able to take full advantage of its adaptability and cheap-
ness for all their manifold mechanical requirements. They
could use trolley-locomotives, and self-propelling coal-cutting
machinery which travelled from place to place under its
own power; in fact, for all purposes where steam or compressed
air would otherwise be applied they used electricity. Xo one
could appraise the full value of this freedom and liberty to the
mining engineer in adapting and using self-propelling electric
machinery for such purposes as coal-cutting, and locomotive
haulers for conveying the coal from the working-face to the
surface.

If the electrical restrictions at present imposed upon British
mining engineers could be relaxed and altered so as to give
greater facilities for its use wlierever safe, it would doubtless
greatly facilitate the coal output, and do more material good
than 50 per cent, of the enactments that had during recent years
been placed on the statute books; and in some measure it would

VOL. LXTI.-I915-191>;. ]2E

164 TKAXSACTIOX.S — THE NOinU OF EXGI,ANU IXSTITUTE. [Vol. Ixvi.

make up for the loss of output which liad resulted, and would
continue to result after the war, owing' to so large a number of
men having joined the forces.

The American legislators evidently did not wish to hamper
their mining- industry with all sorts of mischievous and grand-
motherly legislation such as was recommended in this country by
popularity-hunting members of Parliament and amateur mining
experts, who were unfortunately supported by political aspirants.
If onh- they would be content to confine their great powers for
mischief to sanitary measures and the proper distribution of
sanitary pails, etc., instead of meddling with all sorts of
teclinical subjects, it would be better for the coal-trade and the
country generally.

(4) Owing to the use of heavy cars in the United States, it
followed as an absolute necessity that there should be good rail-
roads. But he questioned whether American practice was very
much ahead of British practice, except as to the strength of the
rails used, which, of course, was simply a question of the pro-
portionate strength of the rail to the load drawn ; in fact, he
questioned whether in America the strength of the rails in
proportion to the load was any better than in Great Britain.
Further, he doubted whether the speed of their trains was any-
thing like what it was fn some of the pits in this country. He
considered that in the matter of good haulage-roads many British
collieries would not be easily excelled. At some pits the trains
were travelling at about 20 miles an hour, and this fact alone
proved the excellence of the engine-roads. He considered, there-
fore, that it was not in this branch of equipment that British
mines fell short.

He was afraid that the disability that existed in Northum-
berland and Durham to compete with America in the output per
person employed was almost beyond the power of the mining
engineer to overcome entirely, as the physical conditions of these
coalfields were unfavourable, inasmuch as they were now prac-
tically fully exploited, and in many cases very thin seams were
being worked. It was not uncommon in the west of the County
of Durham to work seams 20 inches thick, and in some cases as
thin as 18 inches.

There were other factors which operated against coal-mining
in Great Britain, such as stringent Acts of Parliament, all tend-

1915-1910] DISCUSSIOX AMERICAN COAL-MIXIXG METHODS.

165

iug to have a detrimental effect upon tlie output, costs, etc. ;
trade-unionism with all its restrictive influences; old customs;
restrictions of employment of both young and old ; short hours of
labour; too many holidays, including the fortnightly pay Satur-
day; in fact, the restrictions were almost innumerable, and
many of them were practically insurmountable. It was not only
America which was leaving the Mother Country so far behind,
but even her Colonies were forging ahead.

It was well known to all mining engineers that the restrictive
influences previously mentioned had a serious detrimental effect
upon the output per person employed, and although it was quite
impossible for the writer to apportion the due amount to any of
the individual adverse influences at work, yet when it was found
that the output per person employed in mining in this country
was sinking continuously, it became imperative that the matter
should receive careful attention, and, if possible, that means
should be devised to remedy the defects. He appended in

Table I. some comparative figures bearing upon this question
which were strikingly ominous : —

Table I. — Tons of Coal Produced Pee Annum Per Person Employed in
Various Countries.

Period.

United Kingdom.

United States.

Australia.

New Zealand.

Canada.

1886-1890

312

400

333

359

341

1906-1910

275

596

462

470

439

1911

260

613

485

487

395

1912

244*

660

542

503

472

Increa.se per cent.

— .

Decrease per cent.

lit

—

Strike year.

t Calculated from 1886 to 1911.

It would be observed that the output of the United Kingdom
was steadily decreasing, and, even omitting the year 1912, which
was the great strike year, the output had fallen 17 per cent, from
1886 to 1911 ; in America the output had increased 65 per cent,
from 1886 to 1912 ; whilst that of the Colonies mentioned in the
table had also gone up 63, 40, and 38 per cent, respectively.

IS^aturally, if there was a restricted supply of any article of
general use the first effect of the shortage was to enhance the
price of the article. This was clearly shown in the case of coal,
for. while the outj)ut per person employed had lessened, the price

ICG TK.VNSACTIONS THE XOimi OF EN(;i,A.\l) IXSTITUTE. [Vol. Ixvi.

or value per iou at tlie i)it-iuou11i had increased, so that there wa.8
probably the same margin of profit at the best collieries, where
the labour cost bore a smaller proportion to the total cost ; but
this was not the case at those collieries where thin, hard, and
difficult seams had to be worked. The effect of the reduced out-
put at tliese latter collieries had been serious, and had resulted
in the stoppage of man^- such pits.

The high cost of coal had a baneful and far-reaching effect
on the manufacturing trade, and it probably accounted for the
slow advancement in iron-production, which for many years had
been practically stagnant : for, whereas is the year 1805 Great
Britain made five times as much iron as Germany, Germany had
passed us in 1910, and made 50 per cent, more than we did. In
the production of steel we were still further behind. Table II.
showed the production of iron and steel in Germany and the
United Kingdom.

Table II. — Productton of Ikon and Steel in Germany and the United

Kingdom.

Year.

Iron production.

Steel production.

Germany.

United Kingdom.

Germany.

United Kingdom.

1865
1870
1875
1880
1885
1890
1895
1900
1905
1910

Tons.

975.000

1,391,000

2,029,000

2,729,000

3,687,000

4,658,000

5,465,000

8,521,000

10,988,000

14,793,000

Tons.

4,896,000
6,060,000
6,432,000
7,802,000
7,369,000
8,033,000
7,827,000
9,052,000
9,746,000
10,380,000

Tons.

100,000

170,000

347,000

624,000

894,000

1,614,000

2,830,000

6,646,000

10,067,000

13,699,000

Tons.

225,000

287,000

724,000

1,321,000

2,020,000

3,637,000

3.312,000

5,130,000

5,984,000

6,107,000

Mining engineers could, however, excuse themselves to a
certain extent, because he found that in other industries the
United Kingdom was behind America to a similar extent. In
about twenty-six trades he found that the production per worker
per week was from two to three times more in America than in
Great Britain.

Why was, this country being left so far behind? In the life-
time of several of the present members of the Institute the United
Kingdom had produced more coal than all the rest of the world
combined; in fact, in the year 1845 she produced twice as much.
Now she was only second in the race.

1915-1916] UlSCrSSIOX AMERICAN COAL-MIXIXG METHODS. 167

In his opinion there were three principal causes for this back-
wardness. First, the coal-owner had often been too conservative
in his ideas of business, too indifferent to the changes which had
been g-radually taking- place in the labour world, and also to his
dual interests in the working man's good offices, namely, his
labour and his vote. Secondly, politicians of both parties desir-
ing to obtain votes had increasingly flattered both masters and
men, and, instead of preventing the workers from reducing their
output to a minimum, had actually encouraged them in that
suicidal policy by restrictive legislation. By striving after
popularity and votes, and by passing pernicious laws,
the politicians had encouraged idling on the part of the work-
men, with the result that this countrj^ had fallen much more
rapidly than she ought to have done from her position as the
premier coal-producing country to a secondary position. At the
present rate of decline in the output per man it would
be found that Great Britain would be handicapped as
the supplier of the markets of the world, and that other
countries would obtain her position as the greatest trading
nation. Thirdly, there was the restrictive policy of the trade
unions. During the last fifty years great improvement had
taken place in all kinds of mining machinery for increasing the
output and reducing the more laborious part of coal-mining, and
great economy was expected to follow; but unfortunately the
whole benefit expected had been nullified and absorbed by the
policy of trade unions. These bodies by every means in their
power, assisted by legislation, had endeavoured to restrict the
output per man, not always by the bald system of ordering a
member to do only a certain "stint" of work, but rather by
limiting his opportunities for producing his maximum duty, by
limiting his hours of labour, by taking away the incentive to put
forth his best efforts when difficulty arose, and generally by
obtaining a greater payment than was warranted for his labour,
a payment much higher than that made for similar duties per-
formed by other labouring classes. The result was that British
coal-miners had succeeded in reducing the output of coal per
man and in creating an artificial scarcity with spuriously
augmented prices, which must have a detrimental effect on our
manufacturing industries, and would some day result in a
reduced demand for both our manufactured goods and for our
coal and iron.

168 TKANSACTIONS TIIK NOKTII OF ENGLAND INSTITUTE. [Vol. Ixvi.

He was fully aware that at the present time the British coal-
trade as regarded prices was in a flourishing condition. The
only great drawback was the shortage of labour; consequently
the necessary incentive existed for mechanical improvements, so
as to helj) to meet the present abnormal demands, and also to
educate mining engineers and workmen alike in th-e use of such
macliinery as would enable us to improve both our present and
future output.

In the present abnormal state of the coal-trade in this country
coal must be produced at any cost ; in fact, even if it were at
some loss it was imperative that as large an output as possible
should be produced. He thought it would be found that for the
current year the output per person employed would be consider-
ably increased, owing, not to any extra effort on the part of the
miner, but rather to the shortening of hands, the stoppage of all
exploring work or extensions, and, to a considerable extent, to
the stoppage of the less favourable portions of our mines.

The great difference in the methods practised in America and
in Great Britain seemed to be that in America the wages paid
were in proportion to the output, whereas in Great Britain they
were in proportion to the selling price. The result was that in
America every effort was put forth to obtain a big output
cheaply, whilst in Great Britain enhanced wages had to be paid
because of restricted supply. In other words, in America the
harder the men worked the higher were their wages, whilst in
Great Britain the smaller the output was the higher were the
wages.

He would like to mention that in the compilation of the data
and figures in his remarks he was much indebted to an article by
Mr. J. Ellis Barker in the Nineteenth Century and After *

Mr. E. 0. FoESTER Brown (London) wrote that the questions
raised in the paper and in the subsequent discussion could not
fail to be of great benefit when problems of mine haulage and
coal-cutting were being considered, especially in the case of new
coalfields.

He could "not agree with Mr. Dean's opinion that the prin-
cipal reason why the United States led in production per man
was because mine-trams of large capacity were used, as com-

* 1915, vol. Ixxviii., page 1233.

1915-1916] mSCUSSIOX AMERICAN- COAL-MIXIXG METHODS.

169

pared with those in use at German, Belgian, French, and British
mines. The principal reason why the United States led in pro-
duction per man was, in his opinion, because a greater proportion
of the coal worked in that country was obtained from thick
seams with good roofs, lying at comparatively shallow depths
and at a slight inclination, and because of the few restrictions
against taking electricity up to the coal-face. The use of large
trams undoubtedly enabled better advantage to be taken of such
natural conditions than would be the case if small trams were
employed, but this feature could hardly be claimed as the prin-
cipal reason why the output per man was high.

A point which did not appear to have been raised in dis-
cussing the relative merits of large and small trams in the two
countries was that, while in this countiy and on the Continent
collieries were usually laid out with a view to eventually
working several seams of varying thickness, so that the trams
had to be designed to fit the thinnest seam as well as the thickest,
in the United States it was far more common to find collieries
laid out to develop one seam only. To cite cases from personal
experience, he might mention the Pittsburgh Seam, from 4 to
(') feet thick ; the Connelsville Seam in the Pennsylvania coal-
field, varying from 7 to 10 feet in thickness; and the Big Vein
in the Georges Creek coalfield, 12 feet thick. A large number
of collieries were laid out to work these seams alone, and, in view
of the .strong competition, it was improbable that they could
afford to work seams of inferior thickness or with less favourable
natural conditions, even when such existed in the same property
— at any rate, not until the thicker seams mentioned were to a
large extent exhausted.

Theoretically, where the natural conditions permitted, the
case for large trams would appear to be a very strong one. A
question on which further information would be valuable, how-
ever, was as to the best means of handling large trams between
the main haulage-roads and the face. His experience was that
it was a comparativly easy matter to form an opinion on the
expense justifi.ed in making and in maintaining a good main
haulage-road to handle a large tonnage ; the difficulty was to
determine how much it was worth while spending on secondary
haulage-roads in order to keep and maintain a good road and track
in view of their temporary character. As a rule, secondary haul-

170 THAXSAC'TIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

asi-e cost a <^reat deal more i)er ton than main haulage, although
the distances to be traversed by the former were very much less,
while derailments occurred mucli more frequently. With larger
trams, for the same quantity of coal handled as by small trams,
more money must be spent on secondary haulage-tracks and
curves in order to avoid derailments and excessive friction. The
adoption of trams beyond a certain size, except in very flat seams,
would appear to eliminate the question of horse, mule, or manual
haulage on the secondary roads ; and where electricity could not
be used near the face, the choice would appear to lie between
secondary rope or compressed-air locomotive haulage. Infor-
mation on the application and cost of these or other similar
systems in the United States, and the measure of success which
had attended them, would be useful.

He could confirm from personal experience the care taken
in laying and keeping in good condition the main haulage-tracks
at American colliei'ies. These often compared favourably with
standard-gauge tracks kept by some of the railway companies in
that country.

Mr. Samuel Hare (Bishop Auckland) said that Mr. Tate
appeared to agree with the writer of the paper that the
labour-saving machines — especially coal-cutting machines —
in America were responsible to a large extent for the larger
output per man as compared with England. He also gathered
that Mr. Tate did not think that English mining engineers had
done as much as American mining engineers in adopting labour-
saving machinery. For some years past he (Mr. Hare) had been
watching American mining, and had admired the ability of
American mining engineers in overcoming the difficulties in con-
nexion with labour by developing machine-mining. He had
tried their very latest machines, and he believed that he had had
at one of his collieries the best American operator — at least, he
was said to be — sent to demonstrate to them what an American
machine could do when operated by an American, but the experi-
ment had been an absolute failure. This expert operator could
not do any better than their own men, and the particular machine
gave no better results than they were already achieving, so that
the experiment had to be abandoned.

He thought that most of them would agree that English long-
wall coal-cutting machines were as good as the American

1915-1916.] DISCUSSION" AMEIIICAX COAL-MIMXG METHODS. 171

macliines. He liad used both kinds, and, whilst he could not praise
too highly the best American longwall machine, he believed
that long-wall machines were being produced in this country
whicli were equally as good. In the case, however, of bord-and-
pillar working, the condiiions were different. They had only to
look at the illustrations in the paper to see the different conditions
under whicli the American machines worked. In a vast space
there was hardly a stick of timber, a condition which was abso-
lutely impossible in England. Owing to the bad roofs, they had
to timber nearly up to the face, and, in addition, they had to
contend with the Government regulations, so that it was prac-
tically impossible to use the American bord-and-i)illar machines
in an ordinary English pit.

Then there was the question of depth. He could not imagine
pits of the average depth of English mines being- worked with
the small amount of timber that was used in America, and he
took it that the coal-cutting was done at very limited depths.

He had tried rails weighing- 70 pounds to the yard, in order
to get the machines transferred quickly from place to place ; but,
although he had employed American operators, it was found
impossible under English conditions to do this. A very import-
ant matter with regard to coal-cutting- machinery in connexion
with bord-and-pillar working was the fact that it was absolutely
necessary, in order to get these machines moved quickly from
place to place, that naked wires should be used. This was
contrary to the Government regulations in Great Britain, and
he would be sorrj" indeed to adopt this practice, even if it were
allowed.

He thought that no comparison could be made between the
working conditions in the two countries, and it would be very
unfair to charge English mining engineers with being behind
American mining engineers in up-to-date practice. He was per-
fectly certain that if they had anything like the same conditions
as those obtaining in America, they had in England mining
engineers who fully realized the advantages to be gained by a
more extended use of machinery in connexion with mining, and
who possessed the necessary ability required to design and iustal
it.

He agreed with Mr. Tate in other re.spects, and congratulated
him on the excellence of his criticism of the paper.

172 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. fVol. Ixvi.

Mr. John H. Merivalk (liroomLill) said that he was inclined
to agree that the principal reason for the larger output in
America was due to the conditions there, namely, the thicker
seams and better roofs. At the same time, there were many
important points to which attention had been drawn by Mr.
Dean and emphasized by Mr. Tate which they might very fairly
consider. First, there was the question of larger tubs. There
was no doubt that if a larger tub could be used it would be an
immense benefit, although he was not prepared to say that a
larger tub could be used in very many cases. There was a
point in connexion with tubs which had not occurred to him until
looking at a copy of the Nineteenth Century and After* he was
surprised to find it stated, according to Board-of-Trade figures,
that only \ per cent, of the life of a railway-wagon was employed
usefully, and for the remaining 99i per cent, of its life it was
standing about or running empty. He thought that they would
find that only about 3 per cent, of the life of a tub was employed
usefully — that is, running full. If that was so, anything which
would enable them to get more work out of their tubs by increas-
ing the beneficial load and decreasing the dead load, as in the
case of a larger tub, would be an advantage.

There was no doubt ihat they did not use machinery as much
as they might, nor as much as was done in America. This
was not entirely due to the different conditions of working, but
to a great extent to difficulties experienced with the workmen.
Before new machinery could be introduced to supersede manual
labour, arrangements had to be made with the men, and very
properly so in his (Mr. Merivale's) opinion; but difficulties were
always raised, and when the workmen were requested to give
reasons for their objections, the general reply was that the new
machinery was an innovation. " It had never been done be-
fore " was a stock answer. The men would not do anything
that their grandfathers had not done before them. He thought
that matters would be greatly changed after the war in that
respect. There would be a shortage of men, and owners would
be bound to use more machinery than they were doing at
present. Thfere was an idea simmering in the minds of scien-
tists, which, if it came to fruition, would be of great advantage,
namely, the transmission of power by wave motion. Mr. Tate

* 1916, vol. Ixxix. , page 470.

1915-1916.] DISCUSSIOX AMERICAN' COAL-MIXIXG METHODS. 173

liad tlra"svn attention to the fact that they were hampered by
Government regiihitions which restricted the u.se of electricity.
In many ways those regulations were wi.se. as inidonbtedly
electricity had its dangers. If, however, they could get a sub-
stitute, if they could get power conveyed by ineans of liquid
waves, they would have a means of transmitting power to
their coal-cutting machines which was simpler, fool-proof in
fact, and at the same time it was incapable of doing damage by
causing an explosion. It was absolutely safe.

Finally, there was the other point to which Mr. Tate had
drawn attention, namely, their method of regulating wages, and
he thought that they hardly realized how insane that method
was. They paid their men according to the selling price of the
product; in so many words they said: '"Produce as little coal
as you can: it will raise tlie price and put up your wages.'' He
(Mr. Merivale) objected to this arrangement. Whilst admitting
that it was a great advance upon former methods for the regula-
tion of wages, he thought that the time had now arrived when it
should be superseded and wages be based on the difference between
the selling price and the cost. There would be no more difficulty
in arranging a sliding' scale on that basis than there was in
arranging a sliding scale on the selling price. He looked for-
ward to the day when that method would be adopted, and the
effect of it would be to induce men to produce as much as they
possibly could, and at as low a price as they could. They would
then have a direct interest in making the mine a success, to the
benefit of themselves, the coal-owners, and the country.

The President (Mr. T. Y. Greener) said that Mr. Tate had
given them much food for thought. He had not gathered that
Mr. Tate was casting any reflection on the British mining
engineers, but rather thought that he was emphasizing the fact
that the reasons why the outputs in America were larger than in
this country were that the conditions were very much better,
there was less legislative interference, trades unions did not
restrict the output to the same extent as in Great Britain, and
last, but not least, the method of payment was better.

Mr. Simon Tate said that when the paper was read lie thought
that it had been somewhat overlooked bv the mining cnnineers

1 74 TUAXSACTIONS THE XOKTII OF ENGLAND INSTITUTE. [Vol. Ixvi.

in the Xortli of England, luid that tliere were points in it well
worthy of their attention. Tlie object of his remarks had been
to call their attention to these points, and he thought that
bis remarks had met with so much approbation from the
members that his puri)ose had been fully realized. He would,
however, be pleased to discuss the nuitter further at the next
meetino'.

Mr. Hiram H. Hirsch's paper on " The Hirsch Portable
Electric Lamp" was taken as read, as follows : —

1915-1916] HIESCH THE IIIRSCII I'ORTABLE ELECTEIC LAME. 175

THE HIESCH PORTABLE ELECTRIC LAMP.

By HIRAM H. HIRSCH.

Introduction. — The writer has pleasure in suhinittina; a short
description of the Hirsch lamp,* which, thoug'h largely used in
the United States of America, has not yet been adopted in
Great Britain.

The lamps, which consist of (1) the watchman's lamp and (2)
the miner's lamp, are portable, and have been designed to pro-
vide a safe and reliable light for use by watchmen, and in mines,
rescue-work, powder-works, oil-refineries, and other places where
special precautions become necessary on account of the presence
of explosive materials or gases. The lamps are in each in-
stance operated by a storage-battery contained within a casing,
and this supplies the current necessary for a miniature
incandescent lamp. Each safety-lamp forms a complete unit,
and can be carried from place to place or held in any position.

(1) Miner s or Watclnnans Hand-lamp (Fig. 1). — This lamp
consists of a storage-battery placed on an asbestos cushion in a
cast-aluminium casing provided with a hinged top. The top piece
is also of cast-aluminium, and is provided with a hook, a
reflector, and terminals for making contact with both poles of
the battery. The reflector unit consists of concentric safety
shells, an incandescent lamp, a safety glass, a crystal, and a
switch.

Battery. — The battery consists of two horizontal lead plates,
each about an inch thick, placed in the bottom of a hard-
rubber jar and separated by wood and perforated hard rubber,
the bottom plate being positive. The positive and negative
leads extending from the battery plates are enclosed in glass
tubing. The solidified electrolyte consists of a gelatinous sub-
stance developed by the manufacturers. The battery is sup-
plied with a vent-plug, and the top of the battery is sealed

*See Trans. Inst. M. E., 1915, vol. xlviii., page 384.

176 TRANSACTIONS THE XORTll OF ENGLAND INSTITUTE. [Vol. Ixvi.

with an iiisulatiiig- compound. Botli the negative and the posi-
tive teriuiuals consist of autimonious lead.

Casing. — The casing- for the battery is made of cast alumin-
ium about i inch thick. It is open at the top, the top edges
being provided with tapered or bevelled edges. A magnetic

spring lock is housed in on
the bottom casing, and a soft
rul)])er cushion is placed in
tlie bottom.

Cover. — The combined
cover with reflector-holder is
made of cast-aluminium
about J- inch thick. The
sides are provided with
bevelled or tapered edges to
lit to the bottom casing, and
a hook is attached to the top
of the reflector casting. One
end is drilled and tapped for
a screw, the end of which fits
into a clearance hole in the
casing and secures the two
parts in place. Spring-clip
contacts are insulated and
secured to the underside of
the cover, and make contact
Avith both terminals of the
battery ; it is connected by
a short length of insulated
wire to the central contact-
screw of the miniature lamp-
socket.

Rtfledov. — The reflector
is constructed with three
concentric shells, the inter-
mediate shell being insulated from the other two and connected to
the negative pole, and the other two shells to the positive pole of
the battery. The distance between these shells varies at different
points from ^V to i inch. The shells are so arranged thdt if

Fig. ].

■Minek"s or WatchjiaiS's
Hand-la.mp.

1915-1916.] HIESCH THE HIRSCII POIITAHLK ELKCTBIC LAMP. 177

Hie reflector slioukl be t-rusliecl oi puiictiucd, the current to the
lomj) is cut off by tlie shells being- short-circuited between tlie
battery and the lamp before the lamp-bulb can be broken. The
inner shell is fastened to the screw-shell of the lamp-socket, and
the intermediate shell is fastened under the central contact of
the lamp-socket. A brass screw passes through an insulating-
bushing in tlie back of the top piece, threads through a square
brass nut, then
through an insulat-
ing cylinder, and
into a brass hexa-
gonal nut forming
the centre contact of
the lamp-socket. A
contact spring,
clamped under the
square nut. but insu-
lated from it and
making contact with
the top piece, pro-
jects outward and
makes contact with
the outer shell of the
reflector. The outer
end of the reflector
shell is provided witli
a thread to receive ;i
ring that secures a
convex crystal ap-
proximately g inch
thick against a soft
rubber jacket.

Lnmp-hulh. — The
incandescent lamp
used is of the 2-volt
0-55-ampere tungsten-filament type, with a miniature lamp-base.

Safety-glass. — The safety-glass consists of a piece of window
glass 2fV inches long, 1 inch wide, and about 005 inch thick,
supported across the' reflector-shell back of the crystal.

Fif!. 2. - Miner's Cav-lami-.

1 78 TRANSACTIONS THE NORTH Ol- ENGLAND INSTITUTE. [Vol. Ixvi.

Sicitc/i. — The switcli on the watchman's lantern consists of
a screw-switch fastened to tlie outer case of the reflector and a
knurled-head screw, which tlireads through tlie outer shell and
makes contact with the spring. The tension of the spring
is sucli that it presses against the contact-spring in the corner
of the battery-case.

(2) 3Iii2e/s Lditip (Fig. 2). — This lamp consists of a storage-
battery placed in a cast-aluminium box designed for mounting
on the miner's belt. The box is supplied with a handle, and
contains the necessary contact-springs for making contact with
the battery-terminals. Through the npper part of the box
the armoured cord extends. The other end of tlie armoured
cord is fastened to the headpiece. This headpiece is similar in
construction to the reflector of the watchman's lamp, and
consists of an incandescent lamp, a reflector, safety-shells, a
safety-glass, a crystal, and a switch.

Battery. — The battery is of the same construction as that of
the watchman's lamp.

Casing. — The casing for the battery consists of a cast^
aluminium case about 5 inch thick, made with a detachable
hinged cover to lock to tlie bottom of the case. The top is pro-
vided with a wire handle, and on the back is an opening
through which the miner's belt passes. Two copper springs
insulated and fastened to the top of the case make contact with
the negative and positive terminals of the battery.

Headpiece. — The reflector, which is used as a headpiece, is of
the same construction as the reflector provided for the watch-
man's lamp, except that the central contact for the miniature
receptacle consists of a hexagonally-headed screw, which passes
through an insulating cylinder and threads into a nut. This
nut forms the central contact of the inner insulated wire which
is on the inside of the armoured cord. The inner wire is
negative.

Lam p-hulh . — The incandescent lamp used is the same as in the
watchman's lamp.

Armoured Cord. — The cord consists of a single piece of flex-
ible single-braid rubber-covered wire, made up of sixteen strands
of No. 30 B-and-S-gauge copper wire. The outer armour con-

1915-1916.] IIIKSCH THE HIRSCH PORTABLE ELECTBIC LAMP. 179

sists of a single strip of formed brass, which overlaps and locks
itself beWeen succeeding- turns of the strip, and is known as
a flexible brass tubing.

The weight of the lamp complete is 3i pounds, and of the
battery only 1| pounds.

Advantages. — The following claims are made for both the
lamps : —

(a) The storage-batteries are easily and quickly handled in
charging, easy to take apart and repair when necessary, and all
parts are quickly accessible.

(h) The sediment that tends to loosen from the positive or
bottom plate still remains part of the plate.

(c) The jarring or upsetting of the battery will not affect the
plates as in the batteries having thin vertical plates. Short-
circuit of the battery will not injure the plates.

(d) The battery will not upon short-circuit arc sufficiently to
ignite gas, black powder, guncotton, cartridge powder, alcohol,
or other vapours. Immediately on short-circuit the voltage
drops to zero, on account of the peculiar characteristics of the
battery plates.

The above statements are made as the result of tests carried
out at the Frankford Ai-senal and at the Drexel Institute, Phila-
delphia.

The solidified electrolyte always remains in contact with the
plates, no matter how it is handled, whether upside down or
not, and when in any position will not ruin a man's clothes
by the spilling of electrolyte.

The batteries will give an average light of 5 candle-power
for 12 hours or more on each charge.

If the crystal and safety-glass should get broken in an explo-
sive atmosphere, the lamp is extinguished by the safety-glass
opening the circuit at the switch and thereby eliminating the
risk of igniting anything explosive on account of breakage of
the lamp-bulb. The lamp becomes extinguished before the
bulb breaks.

The arrangement of the three shells in the reflector or head-
piece will prevent any danger from the bulb igniting anything
explosive if the shells should be crushed or punctured, as the
shells short-circuit the lamp and the light is extinguished before
the bulb is broken.

VOL. LXVI.— I9I5.1916. 1"^ E

180 TRAXSACTIOXS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

Conclusions. — Tlie tests made at the laboratories of the Drexel
Institute and at the Frankford Arsenal (Appendices II. and
III.) prove that these lamps are properly designed and sub-
stantially constructed, and that they are suitable for the use
intended ; also that the arcing- which it is possible to obtain
from the battery under conditions of service will not ignite
explosive gases or materials.

Tests show that the heat from a man's body would not be suffi-
cient to liquefy the solidified electrolyte and allow the solution
to drip out of the battery to the ruin of clothing, or of possible
personal injury.

These lamps provide a source of light which maj" be used in
the presence of explosive vapours, gases, or other materials with
a high degree of safety, even under extreme conditions of rough
usage.

The breaking of the safety-g"lass, or the denting of the outer
case of the reflector, will, in everj^ case, extinguish the incandes-
cent bulb. It should be understood that the breaking of an
incandescent bulb, even of small candle-power, may, under
favourable conditions, cause an explosion of a surrounding gas
that has a low temperature of ignition.

Appendix I. — Insthtjctions fob Charging and Care of Hirsch Electric
Mine-lamp Batteries.

General Instructions when Beceived. — When a new lot of batteries is
received, put about a teaspoonful of distilled water in each, and put on charge
as per No. 1 charging rate.

The small round terminal on top of the battery is the negative terminal;
the flat copper clip on the side of the battery is the positive terminal.

Charging Current. — Use only direct current (in no circumstances alter-
nating current), and make sure that the resistance is sufiicient, using either
lamps or rheostats in series with the batteries.

Charging J?afe.— Remove the hard rubber vent-plugs before placing on
charge. Before charging, if the solidified electrolyte is too dry, add half-a-
teaspoonful of distilled water in each. Start the charge at IJ amperes for 2
hours, then reduce it to 1 ampere for 4 hours. If the batteries then read 3
or 3*1 volts, reduce the charge to f ampere, and continue to charge for about
2 hours until the batteries again read 3 or 3"1 volts.

After Charging. — The solidified electrolyte should always cover the plates
to a depth of about ^ inch, and must be moist and jelly-like.

After charging, allow the batteries to rest for three-quarters of an hour
to solidify, after which pour off all excessive liquid. Then insert the vent-
plugs.

1915-1916.] HIRSCII THE IIIRSCII PORTABLE ELECTRIC LAMP.

181

Cleaning. — After eacli charge, wash the outside of the batteries iu a
solution of a tablespoonfnl of washing-soda and 2 gallons of water. Do not
remove the vent- plugs. Wipe the batt^eries dry before placing them in the
aluminium cases. Grease both the positive and the negative terminals of the
batteries with vaseline immediat-ely after washing; the terminals in the cases
should also be kept clean and grea.sed.

Place the batteries in
the aluminium cases before
handing the lamp to the
user; also see that the con-
tacts are firm and clean.

Add a teaspoouful of No.
1,200 electrolyte in each cell
every two weeks.

Benewing the Electro-
lyte and Solidified Solution.
— If at any time it is neces-
sary to renew the electrolyte,
remove the sealing compound
with a heated screw-driver,
then pull up by both terminal
leads at one time both plates
with the cover. Wash the
plates under a stream of
distilled water; replace the
plates in a jar, covering
them with No. 1,200 acid;
reseal with sealing com-
pound, and place on charge
at the same charging rate as
No. 1 at IJ amperes at first
until 29 volts are recorded
across the terminals; then
remove from the charging-
rack, and drain off all 1,200-
specific-gravity acid.

Immediately take No.
1,300 electrolyte, into which
first dissolve an average tea-
spoonful of ammonium sul-
phate to a gallon of electro-
lyte; shake thoroughly, then
mix six parts of this electrol3-te
with one part of solidified
solution of a specific gravity of No. 1,180. Stir quickly and thoroughly, then
immediately jDOur 2 ounces of the electrolyte into each battery, covering the
plates about 5 inch. Let the battery rest for 1 hour, and then again place
it on charge as per No. 1 charging rate.

Caution. — Never bring an open flame into close proximity with the
batteries during the time when the batteries are charging or the solidified
material is settling. '

Batteries not in use should be recharged every 60 daj's, so as to keep
them in good condition.

1 82 THAXSACTIOXS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

^■^i4i,,,..„i

Fig. 4. -Lamp-rack.

Fig. 5. — Storage-battery Charging-rack.

All connexions on the bat-
tery and in the battery-cases
should be kept bright, clean,
and greased.

Short-circuits. — A. short-
circuit is indicated by the
battery registering in charge
circuit between the ter-
minals 2 volts or less for a
continued period. Carefully
remove the sealing com-
pound, and slowly remove
the plates from the jar. A
careful examination will
reveal the trouble, which
may lie in the fi-eezing of
the active material between
the positive and negative
grids in consequence of
broken leads, or in the car-
bonization of the wooden
separators (should they
exist). This trouble is due
to abuse or lack of care in
charging, either an over-
charge in amperage, or an
excessive long-continued

charge at too low an amper-
age, or failure to examine
the batteries at stated
jjeriods for the proper
amount of moisture, the
battery being too dry.

A special charging-rack
(Fig. 3) is made, consisting
of a series of formed flat
brass springs mounted on a
board. When a battery is
inserted in the proper way,
the springs make contact
with the battery terminals,
and when the battery is
withdrawn the springs auto-
matically form a closed
circuit.

Figs. 4 and 5 are views
of the racks used for the
lamps and storage-batteries
res}3ectively.

1915-1916.] HIHSCH — THE HIRSCII PORTABLE ELECTRIC LAMP. 188

App'endix II. — Explosion Test of a Hiesch Electric Cap-lamp.

Drexel Institute, Philadelphia,

Februartj 24t/i, 1914.
Test No. 1.

Alcohol, Ether, Air,

1 volume. 2 volumes. 20 volumes.

We tried to explode this mixture with a bunsen flame. No result.

Test No. 2.

Alcohol, Ether, Oxygen,

1 volume. 2 volumes. 20 volumes.

We tried to explode this mixture with a bun.sen burner. Result — a violent
explosion.

Test No. 3.

Alcohol, Ether, Oxygen,

1 volume. 2 volumes. 20 volumes.

We tried to explode this mixture with the spark produced by the Hirsch
cap-lamp in series with the Hirsch storage-battery. Result — no explosion.

Test No. 4.

Alcohol, Ether, Oxygen,

1 volume. 2 volumes. 20 volumes.

Same as Test No. 3, except that a spark was produced in this case by
opening a dead short circuit on the Hirsch storage-battery alone. Result — no
explosion.

The mixtures of Tests Nos. 3 and 4 were carried to a bunsen flame after
a spark test, and a violent explosion took place. The volumes in each case
were not very accurately measured — the total volumes being 250 cubic
centimetres.

J. L. Beaver, Instructor in Electrical Engineering.
Leon D. Stratton, Instructor in Chemistry.

Appendix III. — Report on Hirsch Electric Mine-lamp.

Frankford Arsenal, Philadelphia,

February 28th, 1914.

It gives me pleasure to make the following report on the Hirsch electric
mine-lamp.

The current of the battery gives 2 volts and about half an ampere. The
object of the test was to ascertain if, on breaking the circuit, the spark
had sufficient intensity or heat to ignite the service explosives or the inflam-
mable vapours or gasses that might be present in the magazines or store-
houses.

The circuit was repeatedly broken while the ends of the conducting wires
were embedded in —

(1) Nitrocellulose service small arms '30 Cal. powder (rifle).

(2) Small arms '38 Cal. (revolver) powder. A very fine-grained powder
containing 60 per cent, of nitrocellulose and 40 per cent, of nitroglycerine.

(3) Short-fibre (fine) nitrocellulose (plain guncotton) containing 12 per
cent, of nitrogen (approximately).

184 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

In no case wore any of these ignited or inflamed, though the circuit was
repeatedly made and broken, us was demonstrated by the extinguishment
and re-ignition of the lamp, which was included in the circuit.

To test whether the spark would ignite the volatile vapours of
alcohol and ether, sometimes found in magazines or powder stores, a copper
vessel with glass front was evacuated by an air pump, and filled with the
vapour of ether, volatilized from liquid ether contained in the copper vessel.
Again the circuit was broken (as shown by the extinguishment and re-illumina-
tion of the lamp), but the ether vapour was not ignited by the spark.

These experiments demonstrate that the Hirsch electric lamp will be
safe in any powder-magazine, casemate, or storage-house, if the circuit should
be broken by some unforeseen accident and the circuit should fail to be
short-circuited by the means jjrovided in the lamp for this purpose.

W. J. Williams, F.I.C.

Appendix IV. — Extract from Technical Paper No 75.*

Tests of the Hirsch Lamp.

The Hirsch lamp is designed for cap service, and was the second approved
by the Bureau as jjermissible for use in gaseous mines. The safety devices
with which this lamp is equipped are mounted in the headpiece and consist
of an open-circuiting device that protects the lamji against blows from the
front, and a short-circuiting device that protects the lamp against blows from
the side, llie open-circuiting device is operated by the breaking of a slip of
window-glass, that is mounted directly across the inner surface of the bull's-
eye glass, with which the lamp is provided. The breaking of this slip of glass
releases a spring that interrupts the electric circuit of the lamp. The short-
circuiting of the lamp is accomplished as follows: — The headpiece is made up
of three concentric shells, separated by narrow spaces. Tlie outer and inner
shells are connected to the positive pole of the battery, and the intermediate
shell is attached to the negative pole. These shells, of course, completely
surround the lamp bulb, and the theory of the safety device is that the bulb
can not be broken without so jamming these shells together that they will
short-circuit the battery and thus extinguish the filament before it can ignite
gas.

Forty-five tests were made upon this headpiece by striking it with the
following tools: — A hammer, a wooden mallet, a tool sha]3ed like a miner's
pick, a piece of iron pipe, and a wooden club. Some of these tests were made
while the headpiece was rigidly supported in various ways, and others were
made while the headpiece was swinging from the end of its cord. The blows
were struck with sufficient force to crush the headpieces, to shatter the glass in
almost every trial, and to punch holes completely through the shells, but
every time that the lamp bulb was broken the safety devices extinguished the
filament. In some of the tests the lamp was protected by the circuit breaker
and in others by the short-circuiting device.

These tests y\eve not made in gas. The extinction of the filament was
taken as the measure of safety, since the filament, if extinguished at all, is
extinguished before the lamp bulb is broken, because the blow that breaks

* " Permissible Electric Lamps for Miners," by H. H. Clark, Technical
Paper No. 75, Bureau of Minei, Pittsburgh, U.S.A.

1915-1916.] HIESCH THE HIRSCH PORTABLE ELECTRIC LAMP. 185

the bulb must first destroy the slip of glass or jam the shells. As a matter of
fact, the bulb was broken in only 7 of the 45 tests made, although one or the
other of the safety devices acted in each test.

In order to find out whether or not the safety devices would extinguish the
lamp unnecessarily, the headpiece and its cord were dropped 10 times upon
a concrete floor from a point 6 feet above the floor. The safety devices acted
in only one test, and the action was considered to be necessary, as the blow
that tripped the circuit breaker also shattered the outer glass of the head-
piece. These tests therefore seemed to prove that the safety devices are
so designed that they will not cause the lamp to become extinguished unless
it is desirable that it shall be extinguished.

Mr. SiMox Tate proposed and Mr E. Seymour AVood .seconded
a 1161111:3' vote of thanks to Mr. Hirsch for his paper, which was
•cordially carried.

Mr. JoHX Gibson's paper on " The Logic of Trams "' was taken
as read, as follows : —

186 TRANSACTIONS — THE NOETII OF ENGLAND INSTITUTE. fVol. Ixvi.

THE LOGIC OF TEAMS.

By JOHN GIBSON.

Introd'uctioii. — A glance at the Transactions of the Insti-
tution and mining' journals will show that while appliances
for winding-, pumping', hauling, ventilation, and other purposes
have been exhaustively treated, the tram or tub has been much
neglected. It is the " Cinderella " of mining appliances and
'* the maid of all work."

Collieries may exist without pumps, mechanical haulage,
or winding-engines, but all possess one article in common —
the tram. It is the appliance with which the workmen are
brought most closely into contact. Perhaps on account of this
it enjoys the most varied nomenclature, "wagon," "box,"
"tram." "tub," "hutch," " whirley," " corve," and "car"
being some of the many names given to it. No scheme has
been applied to the planning of it ; and no co-ordinated thought
has been devoted to its construction. In one colliery a 2-ton
tram may be used, while under not dissimilar conditions a
4-cwt. tram may be employed in another. In one colliery a
14-inch gauge may be used, and in another a 42-inch gauge.
Neither in the size of the tram nor in the width of the gauge
can such differences be reconciled with reason. The differences
are the result of haphazard design and want of thought.

The writer hopes to prove that the economical tram is of
even greater importance than, say, the economical engine, and
as no difficult and involved calculations are required, and all
the governing facts are simple and well known, the former is
more easily attainable than the latter.

Perhaps thousands of different types of trams and many
widths of gauges are in use in this country. The waste and
expense of such a want of system is appalling. Can it be said
that the conditions are so diversified that all these types are
necessary? Is it not easily practicable to reduce the number
of these types to scores or even tens, and to standardize their

1915-1916.] GIBSOX — THE LOGIC OF TRAMS. 187

manufacture so tliat tliey can be turned out in thousands at
a minimum cost ?

In the tirst section of this paper the factors that determine
the size and the construction of the tram are examined ; whilst
in the second section the road on which it runs is dealt with.
The author earnestly begs that "it be noted that these parts are
not dependent the one on the other. The recommendations
advocated in Section (2) may be partly or wholly adopted,
althoug-h those in Section (1) are rejected, or vice versa.

(i) What Governs the Size of the Tram ? — If a man were
set to move coal a distance of 10 feet, the easiest and cheapest
way would be to shovel it. If the distance were 10 yards, a
wheel-barrow would be the most convenient article to employ,
because it is easily tipped. If the distance were 100 yards,
a side or end-tipping- wagon holding 20 or -30 cwts. would
perhaps be best. It follows then (other considerations apart)
that the greater the distance is the larger the wagon should be.
This rule is subject to important exceptions, however. If the
gradient is more than 1 in 40, a man working single-handed
would have great difficulty in pushing or controlling a wagon
holding 20 or 30 cwts. It is therefore clear that inclination is
an important factor, because in every colliery every tram is
more or less man-handled. When the tram is underground,
another important factor mu^st be considered — the dimensions of
the road.

The ordinary haulage-roads are usually big enough to take
very large trams, but not so the gate-roads. In thin seams a
predetermined minimum height and width of gate-road is set
up by the size of the tram. If this be too large, either repairs
of the road are excessive or new crossgates are frequent. In
both cases the size of the tram governs the dimensions of the
road, and is responsible for all unnecessary expense.

A man has no great difficulty in travelling in a road having
a minimum height of 3 feet above the rails and a width of 3 feet
between the narrowest timbers, and the writer suggests that
the minimum or smallest sized tram should be 2\ feet high
and 2| feet wide.

AVhere the gate-road branches off the crossgate, the tram
must often be turned at right-angles, and this is frequently
and conveniently done on a turuplate. The width of the

188 TUANSACTIONS THE XOKTII OV KNCJLAND IXSTITITE. [V^ol. Ixvi.

road at this point deteriiuii'e.s tlie length of the tram, and one
2| feet wide by 4| feet in leng-th overall can be turned on a road
6 feet wide and still allow of some little freedom of movement
to the workman between the tram and the timbers. Such a
tram, then, 4i feet long by 2| feet in width by 2A feet in lieii^ht
may be termed the No. 1 or minimum size. Wheels, etc., will be
considered later, but if a weight of 8 cwts. be assumed in
the meantime, it might now be considered what can be done
with this tram.

In gate-roads it is (and more especially if the roof is tender)
cheaper to draw by hand to the limit of inclination, rather
than resort to self-acting inclines of any kind, because these
require greater width ; as a consequence, the handling of extra
debris, heavier timber, etc., of course entails greater expense.

For short distances a well-developed young man can exert
a force of 120 pounds. The writer has found that a force of
60 pounds can be usually given through a distance of 110
yards in 2f minutes without great exhaustion. This is equal
to O'2-l horsepower. A lad of 14 to IT can exert two-thirds of
this force, that is, 0'16 horsepower. Assuming the co-efficient
of friction to be a sixtieth, the man can push an empty tram
weighing 3 cwts. up a road rising 1 in 6 for a distance of 110
yards in 2^ minutes. A lad can tackle a gradient of 1 in 9i.

It is worthy of notice that under unfavourable conditions,
with the tare of the trams high comj)ared with the gross load
and a high co-efficient of friction, a self-acting incline would
work on this road.

Consider now the relative importance of weight and fric-
tion. If the weight were increased from 3 to 4 cwts., the limit
of inclination in the road mentioned would be 1 in 85 instead
of 1 in 6. With a 3-cwt. tram, if the friction were doubled,
the limit of inclination would be 1 in (i'9 instead of 1 in 6.
It is clear, then, especially in roads rising towards the faces,
that to keep the weight low is of far greater importance than to
keep the co-efficient of friction low. Where the roads dip
towards the faces, the case is slightly different. With a loaded
tram weighing 10 cwts., the gradients are as follows: —

With one man behind the tram.

Weight. Friction. Limit of Inclination.

10 cwts. ttV 1 ill 49 approximately.

10 „ A 1 »27

1915-1<)16.]

GIBSOX- THE LOGIC OF TRAMS.

189

With two mkn behind thk tram.

Weight. Friction. Limit of Inclination.

10 cwts. tjV 1 ill 13 '5 approximately.

10 ,, «V 1 „ 11

Roads (lipping- to the face are the exception rather than
the rule. It is therefore clear that, especially in small trams,
the weight must be kept down as low as sound construction
permits, even if it involves a certain amount of increased
friction. With larger trams the greater height of road permits
of the use of ponies.

The writer is assuming that, where the trams are mechani-
cally hauled on main roads, whether 100 or 150 horsepower is
expended is of little consequence if the advantages gained close
to the face where the trams are man-handled are sufficiently
great. It is also clear that, as the weight and the carrying
capacity of the tram increase, the importance of friction
becomes greater.

It follows that wlieels of small diameter and simple bear-
ings are suitable for small trams, and that large wheels should
be fitted to large trams. When a diameter of 14 or 16 inches
is reached, friction may be most suitably reduced by ball or
roller-bearings and high-class lubricating arrangements. In
the case of the small tram referred to, perhaps an 8-inch wheel
would be most suitable.

Proposed Scale

OF Standard

Trams.

Overall measurements.

Inside measurements.

Diameter
of wheels.

Size.

Length.

Brea<Uh. Height.

Length. ! Breadth.

Height.

Capacity.

Ft.

Ins.' Ft. Ins.

Ft. Ins.

Ft.

Ins.i Ft. Ins.

Ft. Ins.

Cwts.

Inches.

6 2 9

2 6

10 2 7

1 6

9 2 11 2 S

1 i 2 9

1 7i

0 3 1

2 10

4 2 11

1 9"

3 3 3

3 0

7 3 1

1 9

6 3 5

3 2

9 3 3

1 10

9 3 7

3 4

11 3 5

1 11

123

0 3 9

3 6

2 3 7

2 0

14|

4 0

3 8

(i 3 10

2 2

4 3

3 10

0 4 1

2 4

* In sizes over 6 feet overall, the length, breadth, and height would increase
by 6 inches, 3 inches, and 2 inches respectively.

Note. — The inside measurements and capacities are approximations onlj-,
and would vary according to the material used and the method of construction.

The above capacities are water measure.

190 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. fVol. Ixvi.

The writer has no desire to lay down axioms as to what
sizes ot standard trams should be adopted, but he puts forward
the precedino" proposition as a basis for discussion. Starting with
a tram 4| feet long by 21 feet wide by 2h feet high, in each
succeeding size up to 6 feet overall the length, breadth, and
height would be increased by 3 inches, 2 inches, and 2 inches
respectively.

It would, of course, be easy, in the event of standards being
adopted, to increase or decrease the depth of a tram so as to suit
particular conditions. Thus one colliery finds that No. 9 is quite
suitable except for the height, which is too great; or another
colliery requires No. 3, but could take greater height. It is
possible that standard trams would be somewhat unsuitable in
some particular cases ; but, even then, the advantages would be
exceedingly great. A short examination of the present condi-
tions will prove that statement.

When a colliery is about to be started, the owner may possess
from one of his other collieries wheels, pedestals, under-frames,
etc., and may determine to use the same or a similar type of tram
in order to utilize the material and prevent repair and spare-part
complications. The tram is almost certain not to be suitable for
both the old and the new collieries. If the owner sets up a new
type of tram, two classes of spare parts have to be stocked, and
repairing generally becomes more expensive. Not only so,
but, if No. 1 colliery urgently requires for a period extra
trams. No. 2 colliery cannot render help, because the types are
different. Or, again, a colliery is sunk to win a 7-foot seam and
a 2-foot seam. The same tram cannot suit both. A compromise
arrangement may suit neither, and the cost of changing is pro-
hibitive. When a colliery is working, trams have to be bought
at first cost; but when the colliery is exhausted, they are of little
use to anyone, and are sold at scrap prices. It is not uncommon,
therefore, to find that in collieries nearing- exhaustion the trams
are allowed to get into a state of low efiiciency. With a stand-
ard tram the value at any period of its life would be well known.
If, therefore, it were found that a particular tram was un-
suitable for a, certain colliery, another type would be obtained in
exchange at a very small cost. Indeed, if the change were from
a larger to a smaller type, the coal-owner might receive hard
cash in addition to new trams. A different type might be used
in every seam in the same colliery.

1915-1916.] GIBSON — THE LOGIC OF TEAMS. 191

In a paper read before the Mining Institute of Scotland* the
author stated that —

" A very common practice in Scotland is to pay the miner a hewing rate
which includes drawing to a lye perhaps 500 yards out-bye. It will usually
be found that two men are engaged in each place, one of whom hews the coal,
throws it to the roadhead, stows the debris, and sets the timber. The other
man fills the coal and draws it to the lye. Then if the tonnage rate is 3s.,
and 5 tons are produced daily, the wage rate is 7s. 6d. If Is. per ton
be taken as fair remuneration for the actual filling of the coal into the tubs,
then the 3s. is apportioned as under : —

s. d.

Hewing, etc. ... 1 6

. Filling 1 0

Drawing ... ... ... ... ... ... 0 6

Total 3 0

"If the road is 220 yards long, the rate per ton-mile is equal to 4s."

Three points may be noted : — (1) If the tram is krge, a man
of full physical strength is required, even on easy gradients, to
provide for derailments ; (2) while a lad has two-thirds the
strength of a man, he is usually paid only half the wages;
and (3) a drawer is but partly occupied, as waiting takes up
more or less of his time. It follows, then, that if a third of a
drawer's time is lost, the loss due to a man at 7s. 6d. per day is
2s. 6d., while that due to a lad at 3s. 9d. is Is. 3d.

In the foregoing case, if trams suitable for a lad were
adopted, the output for a man and a lad would be five-sixths of
5 tons, or, say, 83 cwts. The cost would be lis. 3d., or approxi-
mately 2s. 9d. per ton — a saving of 3d. per ton, or Is. 3d. for 5
tons, being the difference quoted above as due to difference in
pay between a man and a lad.

Taking another case, in which the general gradient of the
seam decreases from 1 in 8 to 1 in 12, with trams 10 per cent.
larger the output would increase nearly 2^ per cent, for the
same energy expended.

Again, it may be found that with a given size of tram road-
repairs amount to 3d. per ton. It may be possible to reduce the
drawing by Id. per ton with larger trams by increasing the road-
repair figure to 3Jd., or, by adopting smaller trams, road-repairs
may be reduced to 2d., and drawing costs increased by ^d. In

*" Mining Economics: Some Notes and a Suggestion," by John Gibson
Trans. Inst. M. E., 1914, vol. xlvii., page 258.

192 TRANSACTIONS — -THE NORTH OF ENtiLAXD JXSTITUTK. [Vol.lxvi.

either case the saving- of ^d. per ton is effected. In addition, if
the roof becomes tender this may make the temporary adoption of
smaller trams economical. If the roof becomes stronger this may
have the opposite effect.

Output and Length of Road. — The tram having now been
considered from the points of view of gradient, friction, size,
etc., the question of outpnt and length of road may be briefly
considered.

Example No. 1. — In a collierj- equipped with endless-rope
haulage, where the distance from the shaft to the face is 25 miles,
let it be assumed that, the seams being thin, a 5-cwt. tram is
used and the output is 1,000 tons. Each tub will make 2^
trips per shift, and will therefore carry 12^ cwts. of output.
At least 1,G00 trams must be used. With 2-ton trams at least
200 would be required. The difference in capital cost would
be roughly £2,000 against the small trams ; maintenance would
also be higher with these; but witli an output of 1,000 tons
these would be small matters.

Exam^ple No. 2. — A road 1 mile long is equipped with main-
and-tail-rope haulage for an output of 450 tons in 7J hours. With
a speed of 6 miles per hour only 15 trips per shift could be drawn,
or 30 tons per trip. Allowing 5 feet for the length of each tram
(with a capacity of 5 cwts.) and the coupling, with 120 trams in
the set it would take lyes 200 yards long at each end of the road
to marshal the sets — that is, nearly a quarter of the total length
of the road. By doubling the speed and halving the time for
changing, this would, of course, reduce the figures by half. It is
clear that large outputs on long- roads by small trams are imprac-
ticable with main-and-tail-rope haulage. If small trams must be
used at the faces, and the road does not permit of the installa-
tion of endless-rope or such like haulage, it follows that the
best policy would be to use small trams near the faces and
very large trams out-bye.

The writer hopes that he has put forward not unfairly the
case for standardization.

No mention has been made as to the material, whether iron,
wood, or composite, of which the box and under-frame should be
made. This is unnecessary, because once standardization has
been adopted, trams could be made and stocked in all materials.

1910-1916,] - GIBSON-- THE LOGIC OF TRAMS. 19S

Of course, the further tlie purchaser travelled from ordinary
material, the g'reater would be his risk of obtaining' a favourable
sale or exchan.ye, unless his particular material or combination
was successful.

With reg-ard io construction, it must remain simple,
especially for the smaller sizes. Spring-s such as are used for
railway-wagons and protuberances such as grease-boxes and
brakes are inadmissible, for these are unlikelj- to stand the rough
usage.

(2) The Track. — Terminological difficulties in plenty crop up
at every turn when the question of the rails on which the tram
runs is considered, and particularly when the trams are man-
handled. While Scottish idiom is usually rich and expressive,
yet the terms used underground are often singularly inept.
Thus, a " drawer " is a person chiefly employed, not in drawing,
but in pushing. " Frog " and " heart '' mean the same thing,
unlikely as that may seem, and " wings'' have not the slightest
resemblance to anything used in flight. It is a great pity that
terms for ordinary things differ so much in each coalfield
throughout the country. The same word has frequently different
meanings. Thus, in some districts, the person employed " draw-
ing* "" is called a " putter,'' which name elsewhere denotes a
person who assists the " drawer " at steep parts of the road.
Again, " road " may mean the whole of the tunnel, gallery, or
excavation leading from one point to another, as, for example,
" gate-road," but may also mean the rails. Eoad, in short, is
both a general and a particular term, and leads to such confusing-
information as " there are three sets of timber broken on the
road," and the " trams are off the road." It therefore happens
continually that the manager receives from his subordinates a
requisition expressed in pit vernacular which he translates into
the trade name before passing it through to the order clerk.
Mistakes and delay must of necessity frequently arise. Prob-
ably with standardization adopted, and the name of each article
stamped or cast thereon, this confusion of terms Mould abate
or disappear, and terms common to the United Kingdom would
be used throughout.

It is significant that for coal-cutter parts, electrical plant,
and such like new appliances, the common trade names or scien-
tific terms are used.

194 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. , ["Vol. Ixvi.

The Americitu " track " is a distinctive term which the writer
will use. A " slioii crossing " will be taken as the name of cross-
ings of small radius, such as are used to lead from crossgates to
gate-roods, and" long crossings " will be applied to tliose of long
radius used on haulage-roads, avixiliary or main. The ideal
track may be defined as composed of two parallel rigid conduc-
tors of suitable g-auge, form, and material, lying in the same
horizontal plane. If this could be attained in practice, derail-
ments would be infrequent, and these are responsible for much
of the cost of transit. Derailments on main haulage-roads need
not be considered, because these tracks can be well constructed
and maintained. Neither need the difficulties arising from soft
floors be considered, these being particular difficulties and not
common to all seams. Taking the case of derailment under
ordinary circumstances for 200 yards out-bye from the face, it
will be found that these are due to (1) faulty gauging and nail-
ing, and (2) to defective sleepers. Even this inefficiency is
expensive, because sleepers are used for timbering purposes, and
nails are mislaid and buried in dehi-is; indeed, not infrequently
they reappear in the hoofs of the horses. The writer sees no way
out of these difficulties, except by adopting some form of steel
sleeper. Scarcity of timber and the great rise in price of wooden
sleepers may bring this' change about in the near future.

The length of the rails is a subject that receives little atten-
tion, and muddle often results as a consequence. For example:
{!) the rails in a track are reputed to be 18 feet in length, and
after a derailment one is f^een to be defective and requires to be
at once replaced. Then it is discovered that the new rail will
not go in. Measurements show that while the defective rail is
IT feet 11 inches long, the new one is 18 feet 1 inch. (2) A
replacement similar to the above cannot be done, because the
rails are not uniform in type, and cannot take the same fish-
plate, or because perhaps the fishplate bolt-holes are not at
equal distances from the ends of the rails in both rails. (3) A
long crossing has to be laid, and a length, say, of 24 feet of
the track has to be lifted to do so. The points are each, say,
2 feet 5 inches long, then 12 feet or more of rails are laid, after
which the crossing 2 feet 11 inches long is laid. To " square "
or bring even the crossing two pieces of rail each 2 feet 11 inches
long must be used. It is then found that in order to join up the

1915-1916] ' i;iBSOX--THE LOGIC OF TRAMS. 195

original gap of 24 feet, two rails each 6 feet 8 inches Jong have to
be used (Fig. 1, Plate III.). (4) A short crossing has to be
laid into a narrow gate-road. The rails on the crossgate are too
far in. If one length of rails be taken out, the rails are then
too far out, and patchwork of short pieces of rail, or indeed wood,
has to be resorted to. If the rails are too far in, the side of the
gate-road has to be hewn, and the rails there form an awkward
twist, as shown in Figs. 3 and 4 (Plate III.).

It is fairly evident that forethought and system can obviate
all these drawbacks. By the adoption of a rail unit length and
by making everything to suit that, economy and efficiency can
be secured. Supposing that 4 feet is adopted as this unit, be-
cause it is an even number of feet, and because it is the longest
rail that can be put into the minimum size of tram, and so taken
safely and conveniently (which means cheaply) through the
lowest road to the face : then light rails would be supplied in
one-unit (4 feet) and one-and-a-half-unit lengths, in eciual quan-
tities of each ; medium rails for auxiliary haulage in three-unit
lengths (12 feet): heavy rails for main roads in three-, four-, or
five-unit lengths, as was found most convenient ; and gate-roads
would be measiired off by the rail-unit length, and not by feet
or yards. Thus, if the practice were to set off gate-roads every
15 yards, that would be reduced to 11-unit lengths (44 feet) or
increased to lli-unit lengths (46 feet). All castings for cross-
ings, turnplates, etc., would be made to suit. Thus, turuplates
4 feet square would be cast in halves, each 4 by 2 feet ; short
crossings 8 feet long would be cast or made in 4-foot lengths;
and for long crossings, where rails are interposed between points
and crossings, castings 4 feet long would be suitable (Fig. 2,
Plate III.).

The simple principle underlying the proposed arrangement
is that of having every rail and fitting of a known and predeter-
mined length, and each long piece a multiple of the unit length.
If the laying of the track is made simple and easy, rail-cutting
and wood-patching is avoided. The actual work will be quicker,
cheaper, and more efficient.

If the tram cannot be standardized in the near future, an
effort should be made with the rail-gauge. Even in these times
of national stress the passing of a one-^^'lause Mines Amending

VOL. LXVI.— ;915-l:i]G. I'i ^

196 TllANSACTIONS — THE NOHTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

Act as under, setting' up a standard gauge, should be no difficult

matter, if once general agreement were attained : —

'* In the case of every mine or seam newlj' opened after the commencement of
his Act, no rail-gauge other than one approved by the Secretary of State shall be
adopted or used for the transit of minerals. "

If only one of the great coal-owners' associations, or even
if a few of the large combines were to agree on the necessity
and suitability of a standard gauge, the reform would gradually
and aiitomatically come about.

The possibilities for cheapness, convenience, and efficiency
are tremendous. Standard wooden sleepers would result; im-
proved universal steel sleepers would follow, and at least
economize nails ; standard crossings, turnplates, pointer-plates,
fishplates, etc., would all come in turn.

If and when the next step, the introduction of standard
trams, was reached, the possibilities would be almost boundless.
Standard oilers, controllers, and tipplers would result. Stan-
dard hydraulic decking arrangements would be easy. Then,
why not standard cages, leading on to headgears? The idea
is not Utopian, but perfectly practical. If, before sinking was
commenced, the coal-owner could say: " I shall use No. 3 up
to No. 7 trams, and purpose using a three-decked cage holding
six trams," it would be simply a matter of replying : " You
require a shaft so many feet in diameter to take the standard
cage, and the distance from pulley to pulley of the standard
headgear for these cages is so many feet." There would be no
fear of stereotyping and stagnation, because the cages, etc.,
though standardized in build and size, would permit of special
fittings to suit newer ideas, and these, if satisfactory, would be
incorporated on standard types.

The saving of clerical work would in itself be considerable,
and liability to error in ordering would be much reduced.
The manager would be saved from many petty worries, while
the draughtsman would get useful work to do.

To revert to the standard gauge alone, each colliery must
at present have all crossings, etc., specially made to suit the
gauge. Here is an example of the waste involved. Some time
ago a new form of crossing for a special purpose was suggested
to the writer. He sketched it, and the work then passed through
the hands of the draughtsman, the patternmaker, and the iron-

1915-1916.] GIBSOX THE LOGIC OF TRAilS. 197

founder. Then the fitter adjusted it as far as possible, and the
job was satisfactory, but capable of improvement in detail. If
this appliance is of any value to anyone, it ought to be available,
but except for those with the same g'auge it is not, and in order
to be adopted for another gauge the routine of tlie draughtsman,
patternmaker, etc., is required all over again.

Controversy may not arise on the general but on the particu-
lar proposition, and as the writer is anxious that this should not
occur, he approaches the question of discussing what the gauge
should be with much diffidence. If it be assumed that 5 cwts.
and 40 cwts. are the minimum and maximum capacities likely to
be required, a basis for reasoning is available. He has mentioned
14 and 42 inches as about the minimum and maximum gauges at
present in use, and the question which of these or what inter-
mediate size should be adopted now arises. Taking the 14-incb
gauge first, it is too narrow for use with horses and mechani-
cal haulage, and it is quite unsuitable for a large tram. As
for the 42-inch gauge, it is unsuitable for a small tram, and
in narrow gate-roads with a fireclay or soft shale roof (or sides)
the rails are normally obstructed by small debris. The stand-
ard gauge must be something between these. On light railways
it is quite good practice to run wagons of more than 5 tons
capacity over a 36-inch gauge, and on ordinary railways 32-ton
wagons work on a gauge of 56 J inches. It is reasonable, then,
to suggest that a 2-ton tram on a 24-inch gauge is a practical
proposal, and that is the gauge which the writer respectfully
suggests.

Reference might now be made to the length of wheel-base.
It is \\ell known that large trams rec^uire a longer wheel-base
than small trams, and steep workings a longer wheel-base than
flat workings. It is also well known that a tram with a long
wheel-base requires a curve of rails of longer radius than does
one with a short base, and this suggests a difficulty in stan-
dardizing crossings, etc., because, while a short-based tram
would pass round any of the standard crossings, the long-based
tram would not. This difficulty would be easily overcome either
by making all curves such as would pass any tram, or by using
standard crossings of, say, four classes to pass trams with wheel-
bases of 2, 2i, 3, and.3i feet. All except the longest based tram
would go round at least two classes of curves.

198 TRANSACTIONS THE NORTH OK ENGLAND INSTITUTE. [Vol. Ixvi.

Much is heard nowadays of natioual efficiency and of the
organizing ability of the Germans. Here, in the subject of
tliis jiapor, is just such a fiehl as wouhl suit tliom. If stan-
dardization would reduce the cost of production, the Briton,
if he adopted it, would be armed for the better conduct of the
economic war which will probably ensue, and would enjoy the
added satisfaction of having beaten the enemy at his own game.

Mr. William M. Kilpatrick (Larkhall) wrote that Mr.
Gibson's paper bristled with ideas and suggestions. Doubtless
the author had made a strong effort to set forth the advantages
that might accrue on the standardization of trams ; but, in his
(Mr. Ivilpatrick's) opinion, the commendable feature of
the paper lay in the author's insistence that considerable
economy might be effected if the various more essential fittings
used in the construction of trams could be more uniformly
standardized so that under seemingly varied conditions these
might be more easily reduplicated. He feared, however, that, like
many otherwise capable advocates, in his endeavour to pursue
this point, the author had travelled just a little too far and
a little too fast. Mr. Gibson seemed to leave so little room for
natural and individual predeliction, in a field, too, in which,
according to the very nature of things, variety must ever pre-
dominate, that some of his more praiseworthy ideas and sugges-
tions ran a danger of being overlooked in the irritation that
might result from their apparent impracticability. For example :
he (Mr. Kilpatrick) would never allow the size of the tram to
govern the size of the side road, even if by accident that did seem
to happeii once in a while ; and, if he were asked to give standard
dimensions for a tram, he would never, no matter what its
capacity was intended to be, construct it so that it would stand
more than 40 inche ; above the rail. The principle that would
guide him in this matter would be economy of the energy required
to load the tram. From this point of view alone he would endea-
vour to keep the tram as low as, under the particular conditions,
would be practicable, so that he might even make the minimum
height less than 2 feet above the rail. Moreover, if he were set to
win two seams, one 7 feet and the other 2 feet thick, through the
same shaft, and presumably from the same bottom level, he
would not introduce two different standard trams. The compli-

7)ie InstiM/iion., ofiiinii:;/ Engineers

Voi.IJ.I'L.\TEm

7b iHzLS&rUe M^Ja?z7i Gibson Js Paper on 7he Logic ofTrarrfs "

Fig. 1.— Showing how when Points and Crossings of Various
Lengths are used. Rails of Various other Lengths

HAVE to be cut AND USED FOR "SQUARING" AND

"Closing."

-ia' n'if -- 6' 8' -- V,

CROSSINS CLOSING RAILS.

Fig. 2.— Showing how by using Points and Crossings of
Standard Unit Lengths, no Rail-cutting is necessary.

Fig. 3.- Showing the Rail-joints on Crossgate too far Out-
bye. AND Patchwork of short Rails or Wood used.
y////////////////////////////////////////v////^^^^^

W^mmzm^

Fig. 4.- Showing the Rail-joints on Crossgate too far In-

BYE, which necessitates HEWING THE SIDE OF THE

Gate-road, and an Awkward Twist on the Rails of
THE Gate-road.

Y////m////////m//////////////////////////m^^^^^^

Hortk of Erujlij^d TnstUuU of Ki^ur,.;/ & Ke^>h/znu>aZ ^rioine'e^s
Traiisa/:tLons. 1915 If)J6.

Ar.dT'ReidiCoinpTL'f Newcastle upon Tyne

Voj,.LX[7,Piate]I.

1915-1916.] DlSCrSSIOX TIIK LO(tIC OF TRAMS. 19'J

cation tliat tlii.s would involve, both at the pit-l)ottoni autl on the-
surface-tracks, to say nothing of cages, tipjilers, etc., would, to
him, be a sufficient deterrent.

The amount of work, too, which Mr. Gibson assumed he
might legitimately anticipate as being available from a healthy
man, namely, 024 horsepower, seemed somewhat high —
especially when it was remembered that a Clydesdale horse was
credited with being capable of performing only about two-thirds
of the standard lioiseixiwer. He did not think that it would be
wise to expect three men to be equal, even under the best of con-
ditions, to a Clydesdale horse in the matter of " sheer haulage."

He (Mr. Kilpatrick) was not much in favour of " Govern-
ment regulations " directing what track he should lay, or how he
should lay it. There was one point, however, in connexion with
the laying of these tracks that seemed too often to escape
notice. He referred to the tilting-up of curves, e^specially on
horse-haulage roads. It was sometimes painful to notice how
persistently the outside of a curve was tilted up, no consideration
having lieen given to the point whether the tram had got to be
hauled round that j)articular curve or passed round by gravity.
Hence it frequently hapj)ened that no effort was made to keep the
resultant of what might l)e two almost opposing forces, under
which the tram was being conducted, leading between the rails,
with the troubles and losses consequent on many unnecessary
derailments. To suggest to many mining officials that under
certain conditions the inside of a curve should be tilted up was —
strange though :t might seem — to invite their ridicule.

Mr. W. H. EouTi.EDGE (Abergavenny) wrote that several
papers had been written on this matter and published in Mon-
mouthshire and South Wales, one by Mr. J. Fox Tallis being-
of special value.*

He (Mr. Routledge) submitted that the views expressed by
Mr. Gibson did not quite coincide with the modern practice of
mining engineers in the United Kingdom. It had been for
many years the universal custom at all large pits or groups of
pits to instal a certain t^-pe of tram or tub and a certain width of
gauge of tramway to suit the most economic requirements
of the particular mine, and to extend as far as possible
with minor improvements what had been decided upon

*" Colliery Trams," by J. Fox Tallis, Proceedivgn oj the South Wales
Institute of Eii'j/iieers, 1900, vol. xxii., page 37-

200 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

as experience showed. The installation and maintenance of the
type of tram and gauge of tram-road was duplicated as much
as could be made convenient in tlie making-up of a tram or
tub and the tramway upon which they travelled.

When it was considered that the use of trams or tubs and
iron rails dated from the year 1767 at Coalbrookdale, and ex-
tended to other parts of the country shortly afterwards, he could
not ag-ree with the assertion that " perhaps thousands of different
type of trams and widths of g-auges are in use in this country."
Many types of trams or tubs, it must be acknowledged, were in
use, and followed the results of improvements, which had their
particular intrinsic value, as in all other mechanical appliances.
This was obviously the result of each engineer's own observa-
tion, which he converted into practice.

There were, however, two notable features in regard to the
use and type of tram or tub — that since the advent of the coal-
face mechanical conveyor, which enabled the management to
dispense with many roadways, the introduction of a larger tram
had been of advantage in the cost of working. A new condition
also arose in designing a tram or tub to comply with the new
Mines Act, which made it compulsory that the tram or tub
should be reasonably dust-proof.

Mr. Gibson evidently had not suffered by recent legislation
when he suggested that the Mines Act should be amended to set
up a standard for underground tramways. The settlement of
the gauge, if it were ever seriously entertained, would be prob-
ably more difficult than the celebrated " battle of the gauges,"
which raged for some years in the early history of railways,
between the well-known civil engineers. Stephenson and Brunei.
The members of the Institute were ever ready to receive
suggestions for the improvement of mining, and the practical
remarks made by Mr. Gibson deserved their consideration.

Mr. John Watson (Kilmarnock) wrote that the importance
of standardization of methods of manufacture of all kinds of
material which were required in large quantities was too well
tnown to require further emphasis ; and it seemed strange
that so late in the day it should be open for anyone to point out
to mining engineers that there was still a field among such
well-known objects as colliery trams for simplification of manu-
facture and for standardization of types and sizes. It might.

1915-1916.] DlSCrSSIOX — THE LOGIC OF TEAMS. 201

of course, be argued that it was more convenient for each colliery
to make its own trams and to develop its own type, because the
conditions under which the trams were to be used were known
to the managers and to them alone, and that consequently the
article best suited for the purpose in view would be produced.
To extend this assumption, it would follow that each colliery
should design and produce the rails and crossings best suited to
its purpose, but that would be readily admitted without discus-
sion to be impracticable.

On careful examination collier^'-owners would no doubt find
that it was quite practicable and decidedly advantageous that
they should purchase rather than make their trams. It appeared
to be possible to fix on a moderate number of standard types to
cover the requirements associated with the coal-seams in the dif-
ferent districts. When this had been done, a specialist in the
manufacture of trams would be able to produce both better and
cheaper trams than could be made readily at a colliery. Of
course, the work of repair would still have to be carried out at
the colliery; but even that might be simplified, as the specialist
would be able to supply every piece, either of metal or of timber,
of the correct size and ready for application to the damaged tram.
There had undoubtedly been great economies eifected by the
standardization of other material, and there was no reason, so far
as he could see, to apprehend tliat similar economies would not
be effected in the standardization of trams.

On the question of nomenclature, it ajipeared advisable to
have standard names as well as standard articles. There was no
<loubt that much confusion arose, especially in buying, from the
great variety of names used to describe the same thing. A work-
man or his foreman requisitioned material from the office by a
word well known and understood, and could not appreciate that
the use of this word which he understood so well should present
any difficulties to a supplier in a distant part of the country,
where a totally different word was cherished as being properly
descriptive of the thing in question. Confusion often resulted,
and it was much to be desired that, if standard sizes and types
should be arrived at, then standard names for the parts and
the objects themselves should also be associated with them.
Much could be done in this way by stamping on each part its
proper name, so that when replace parts were required no con-
fusion need arise.

202 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. fVol. Ixvi.

In tile fourso of ilic work on a catalog'ue at present in course
of ])reparation, the writer had experienced considerable difficulty
in avoiding the use of a variety of words known to him and
descriptive of machinery in use in coal-mining, many of wliich
would convey nothing to readers in distant parts. The difficulty
of arriving at words that would be universally understood had
been a very real one.

Mr. AViLLiAM Smith (Dalmellington) wrote that the subject
dealt with by Mr. Gibson had not received attention commen-
surate with its importance. Often a certain size of tub was
adopted at a new colliery, not because the nature of the roof,
height, and inclination of the seam had been considered, but
because a neighbouring pit or seam was nearly exhausted, and a
supply of tubs would be available. Mr. Samuel Dean* had attri-
buted the high production per man in America to the use of cars
of large capacity. Other American mining engineers had put it
down to increased use of coal-cutting machines. Possibly both
played an equally important part. That the size of the tub
used had a certain bearing on output and wages cost was un-
doubted, even in the faulty and troubled areas worked in Scot-
land. For instance, in many cases a miner determined his day's
work by the number of 'tubs filled. Assuming that he filled daily
six tubs weighing 12 cwts. each, and earned 10s. per day, he
required a rate of 2s. 9hd. per ton. If a tub holding 10 cwts.
were used, or if the roof were allowed to come down so that a
tub holding 12 cwts. only held 10 cwts. ^ater-measure, then
the tonnage-rate must be increased to 3s. 4d. per ton so as to
enable the miner to make the same wage. Thus the tonnage-rate
had to be increased 3id. for each cwt. less that the tub carried.
In a case known to the writer a tub holding 8 cwts. was grad-
ually replaced by one carrying 10 cwts. ; the men continued
to fill the same number, the output rose 25 per cent, and wage
disputes were considerably reduced. Managers who had been
able to adopt underground conveyors had the importance of
the subject strongly impressed on them. Tubs which formerly
seemed adequate were found, with a conveyor at work,
altogether inadequate, proving that, where hand-drawing was
reduced to a minimum, one of the principal factors against
increasing the size of the tub was removed.

* " Modern American Coal-mining Methods, with Some Comparisons," by
Mr. Samuel Dean, Trans. Inst. M. E., 1915, vol. 1., pages 179 and 388.

1915-1916.] DISCUSSIOX THE LOGIC OF TRAMS. 203

With reference to the " track," it was certainly an advantage
to hare the rails in exchangeable lengths, say 18, 9, and 4^ feet ;
but he considered that the manager had already more than suffi-
cient statutory responsibility to desire to run the risk of a pro-
secution for using a track over or under the statutory gauge, as
might happen under the " Amending Act " suggested by Mr.
Gibson.

Mr. SiMOX Tate proposed and Mr. Tonx H. Merivale second-
ed a vote of thanks to Mr. Gibson for his interesting paper,
which was cordially adopted.

Mr. John Gibson (Kilmarnock) wrote that he was grateful to
the members for the kindly reception given to his paper,

Xo serious reasoned objection had been made to the proposi-
tion that the gauge of the track should be standardized. Excep-
tion had been taken by Messrs. E-outledge, Kilpatrick, and
Smith to the iu^stitution of a .standard gauge by means of an Act
of Parliament. In the first place, there was an alternative
method advanced in the paper, namely, by voluntary agreement
and arrangement. Even if legal enforcement was necessary, it
would follow and not precede agreement. Secondly, the standard
gauge of 56^^ inches was legally enforced, and no one could sug-
gest that this had been found irksome. The strictures passed on
the recent mining legislation under which collieries were work-
ing should be made, not on its general wisdom, but on its
application in all circumstances.

The regulations with regard to safety-lamps applied equally to
the deep fiery mines of Glamorgan and to the shallow mines of
Ayrshire, where firedamp was very infrequently found. This
was undoubtedly an evil ; but he awaited with interest an ex-
planation of the reasons why tlie same gauge would be unsuit-
able for both counties.

Mr. Routledge bad stated that he could not agree with the
assertion concerning the existence of thousands of different
types of trams. He (Mr. Gibson) wished, by two different
ways, to show him that there was no exaggeration.

(1) It was admitted that at present everyone was at liberty
(of which full advantage was taken) to design his own tram and
gauge. Every tram had at least three dimensions, and it might
be made of metal or wood, or both combined. The underframe,
drawbar, pedestals, axles, wheels, rails, gauges, etc., might be

204 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

(and were) made in many varieties. There were thousands of
pits in Great Britain, and until his endeavour to co-ordinate the
known facts and lay down simple general principles, there was
little or no guidance for owners and managers in choosing
amongst this great variety of method and material. He had
stated, therefore, that there were thousands of types of trams.
This was a ])erfectly accurate statement, and to deny it was to go
against all liuman experience : because, as there were many com-
binations of material and many heads to consider them, the types
increased by geometrical progression. This could not be other-
wise.

(2) To take a concrete case : a colliery group consisting of
eight winding shafts had five different trams, yet there were only
three different gauges, two different pedestals, four underframes,
etc. Mr. Routledgc might hold that there was only one type,
because the method of construction was somewhat similar, or he
might say in view of the pedestals that there were only two
types, or perhaps three if judged by the gauge. He (Mr.
Gibson) submitted that interchangeability was the only true
test, and that the types were five.

He hoped on a future occasion to reply to the other points
raised, as, for instance, jthat raised by Mr. Kilpatrick concern-
ing the amount of work which a man was capable of doing. Mr.
Kilpatrick had stated that he (Mr. Gibson) had taken too high
a figure when putting 024 horsepower as the work which a
fairly well-developed man could perform through a period of 2h
minutes. The figures were, however, founded on many years'
observation. Text-books asserted that a man was capable of
4,300 foot-pounds per minute, if suitably applied for a period
of 480 minutes. His own finding was that a drawer could
under suitable conditions give 7,920 foot-pounds per minute
for 2i minutes. AVas that at all incredible ? It seemed as if
Mr. Kilpatrick had forgotten the time factor.

A '' AViddas " patent incline chock was exhibited, described,
and demonstrated by Mr. Percy AA^iddas.

A safety mine-cage arrester was exhibited, described, and
demonstrated bv Mr. Thomas Pearson.

1915-1916.] TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. 205

THE NORTH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastle-upon-Tyne,

April 8th, 1916.

Mr T. Y. GKEENER, President, in the Chair.

The Secretary read tlie minutes of the last General Meeting,
and reported the proceedings of the Council at their meetings on
March 25th and that day.

The following gentlemen were elected, having been previously
Jiominated : —

Members —
Mr. Ernest Edward Noble, Mechanical Engineer, 30, Ashleigh Grove,

Fulwell, Sunderland.
Mr. William Fenwick Reed, Mechanical Engineer, 16, Princes Gardens,

Monkseaton, Whitley Bay, Northumberland.
Mr. David Wilson Robertson, Colliery Manager, c/o Messrs. A. Goninan &

Company, Limited, Wickham, Newcastle, New South Wales, Australia.
Mr. John James Tdhnbull, Jun., Junior Inspector of Mines in India,

Asansol, E.I.R., Burdwan, Bengal, India.

Associate Member —
Mr. John Harry Ramsey, 17, Victoria Road, Darlington,

Associates —
Mr. Geor(;e Donald Gould, Overman, c/o Mrs. John Gould, 58, Ebers Road,

Nottingham.
Mr. Henry Charles Hubert Hanlon, Underground Surveyor, 7, Mark Lane,

Whitehaven,
Mr. William Oliver, Overman, 4, Quality Row, Harton Colliery, South

Shields.

VOL. LXTI— 7915-1916. 15 E

206 TRANSACTIONS THE XOUTII OK KXGLAXl) I XSTI TITK. [Vol. Ixvi.

DISCUSSION OF MR. SAMUEL DEAN\S PAPER ON
"MODERN AMERICAN COAL-MINING METHODS,
WITH SOME COMPARISONS."*

Mr. Samuel Dean {Delagua, Colorado, U.S.A.) wrote that^
after readino- Mr. Hare's remarks, he was inclined to believe
that men who were successfully employing bord-and-pillar or
shoiiwall machines in mines with difficult pitches and bad roofs,
wonld not place the blame for the failure mentioned at Mr.
Hare's mine upon the American operator, but upon the shoulders
of the mine manager. As Mr. Hare's remarks appeared to evince
a lack of knowledge of machine-mining, and a bitter feelings
towards American machine-runners, it would be interesting to
have a frank statement from this particular operator as to the
reasons for the failure.

Mr! Hare had stated that English longwall machines were
as good as American machines, and upon this statement the
writer did not intend to comment. He held no brief for any
particular machine, but what many people considered the best
shortwall machine in America was not advertised in Great
Britain, and possibly the machine had never been used in any
mine in that country.

When Mr. Hare asserted that in bord-and-pillar working it
was absolutely necessary to use naked wires in order to move the
machines quickly from place to place, he (Mr. Dean) was com-
pelled to say that Mr. Hare apparently did not fully understand
the problem. All the wires could be insulated : the power which
enabled the machine to travel from place to place was received
■ through the trailing-cable, and the cable was automatically
wound up on the reel, or let out, as the machine went back-
wards or forwards.

The use of 70-pound rails at or near the face was quite un-
necessary ; 20-pound rails were heavy enough for a shortwall
machine when the speed at which it travelled was taken into
consideration ; and TO-pound rails were for use on main haulage-
roads along which heavy locomotives and long trains of cars
travelled at top speed.

If Mr. Hare had given a plan of the district of his mine where
the American machine was a failure, showing the width of all

* Trans. Inst. M. E., 1915, vol. 1., pages 179 and 388 ; and 1916, vol. li.,.
page 35.

1915-1916.] DISCUSSION AMERICAN COAL-MINING METHODS. 207

the places — say, every 30 feet — the position of the props and
other roof supports, the position and gauge of the track, the
section and pitch of the seam, and other data, one might then
have been able to adduce some reasons for the failure. If both
the bords and walls were narrow, and the mine worked three
shifts a day, the machineman would be frequently " held up "
by the ponies, or hand-putters, and little tubs, as the roadways
would then be congested with traffic.

Mr. Hare thought that no comparison could be made between
the working conditions in the two countries, and he (Mr. Dean)
would add that this statement was perfectly true where 10-cwt.
tubs were used in British mines. No matter what results were
obtained with machines, the output per man would never ap-
proach the American figure so long as 10-cwt. tubs were
employed.

It would be of some interest to learn what was the capacity
of the tubs in use in the workings of the new 20-foot seam near
Coventry, and what the output per man was expected to be.
These frequent remarks about more difficult conditions in Great
Britain were not always justified. In the case of Bentley
Colliery, it was seldom necessary for a man 6 feet high to stoop
when walking from the shaft to the coal-face; the pitch was
" just right " to facilitate haulage; the roof permitted of double
tracks in the gateways; the seam was 5 feet 4 inches to 6 feet
thick, and was perhaps the easiest seam to work that the writer
ever saw, as the coal fell over in large slabs when the miner in-
serted a long iron bar behind the facings. The output per man
at the face was about 5 tons, and 14-cwt. tubs were used. The
output per man in a similar seam in America would be 10 tons,
and about half the number of men would be employed to move
the coal from the face to the shaft-bottom. The gauge of the
track at Bentley was 26 inches, the rails weighed 28 pounds on
main roads and 18 pounds at the face, and props at the face
were set 5 feet apart.

To enable Mr. Hare to realize the situation, he might take,
say, the Hutton Seam in the County of Durham, where it was
approximately 6 feet thick and easy to hew by the scalloping
process, and compare the output per man for all men employed
in the workings of that seam with the output per man in
American seams 6 feet thick. The figures would probably

S08 TRANSACTIONS THE NOllTH OF EN(;LAXD IXSTITLTE. [V^ol.lxvi.

startle him, and he wouhl not he ahle to console himself with
the statement that the Eiic^lish conditions were unfavourahle.

To return to the machine proposition : it M'as futile to
expect an immediate success hy placinj^ all the responsibility
upon the machine-runner, and that man a stranger in a land of
old customs and prejudices. Did Mr. Hare's officials assist the
operator? AVere they able to assist? Or did they sit at the
" kist " and say: "Now, let's see what the Yankee can do?"
If they did that, or anything like it, his failure was already
assured.

The cause of success or non-success with machines rested with
the manager of the mine. The manner in which he planned
the lay-out of his workings, his organization, and the way in
which he watched daily operations were the factors that
governed the results. When a new American coal-cutting
machine arrived at a colliery, the mechanics should immediately
take it to pieces and build it up again, and should thoroughly
satisfy themselves that they understood its mechanism. In the
evenings the manager, under-manager, and overmen should
attend at the workshops, a mechanic should put the machine
into operation there, and afterwards take it to pieces, and the
different underground officials should build it up again. This
work should be continued every evening until each man under-
.stood how the machine worked, and how to remedy defects in it.
That was the way in which German mine officials were taught
their business at Boclium. When the writer visited the C.E.A.G.
electric lamp-works at Dortmund, he saw all the American cap-
lamps lying on a table dissected, and efforts being made to im-
prove upon them. The object then was to produce a German
electric cap-lamp to be placed upon the American market.

When the official understood the mechanism of the machine,
he took a deeper interest in its operation at the coal-face. If
the machine " would not work," he ought, after an examination,
to be able to state the reason why. If he could not, of what
value was he in a mine where the coal was undercut by
machines? When a machine was first introduced, the welfare
of the paachirie and operator should be the first consideration.
In the event of a breakdown, mechanics should be sent to the
coal-face without delay to effect the necessary repairs, or to
bring the machine to the shop.

1915-1916.] DISCIJSSIOX AMERICAN COAL-MINING METHODS.

209

As a rule, machine-runners knew little or nothing" with regard
to laying out the workings of a mine so as to facilitate machine
operation, and this was where the mining engineer should come
in. American shortwall machines might be more successful in
a mine laid out on the South Wales single-stall method than
on the Durham bord-and-pillar method.

Mr. Hare had stated that the illustrations to his (Mr. Dean's)
paper showed " vast spaces," with hardly a stick of timber, and
immediately seized that peg on which to hang another excuse.
It so happened that some of these photographs were taken in

Fig. 1. — An Entry in an American Mine, Showing the Entrance to a Room

AT THE Left.

mines where the roof was good, and he would admit that a large
number of mines in America possessed good roofs. But, in
order to show that machines and large cars were used in mines
with bad roofs, he (Mr. Dean) immediately after reading Mr.
Hare's remarks had some photographs taken in a mine with a
bad roof, situated within a mile or two of his residence (Figs.
1, 2, and 3).

Mr. Hare had said that it was practically impossible to use
the American bord-and-pillar machines in an ordinary English
pit, and he (Mr. Dean) did not propose to allow that statement

210 TRANSACTIONS — THE NORTH OF KNtiLAXD IXSTITLTK. [Vol. Ixvi.

to go unchallenged, or to fail to deny it. Surely, the English
Government Kegulations did not prevent the use of electricity
altogether!"^ The United States Bureau of Mines had already
placed certain electric shortwall machines on the permissible
list for use in gaseous mines, and tiie liureau would never have
done this if naked wires were necessary.

AVith regard to timbering close up to the face, Mr. Hare
must have seen props set 6 feet off the face and the intervening
roof supported by collars resting on props at one end and
" needled "' into the coal-head at the other. A passage-way 6
feet wide was ample for the latest shortwall machines.

Fig. 2. — An Electric Shortwall Machine Travelling In-bye in a Rooji.

Fig. 1 showed an entry in a mine where the coal was 5 feet
thick ; on the left the track was shown leading into a room-
neck ; the duplex trailiug-cable of a shortwall machine would
be seen on the floor on the left-hand side, and the car seen in the
entry had a carrying capacity of 2 tons.

Fig. 2 showed the shortwall machine travelling in-bye in
the room. The reel and the insulated trailing-cable were
plainly in view, and it would be seen that there were no naked
wires, and that the roof had to be supported. The loose props
on the left were for the use of fillers at the face.

1915-1916.] niSCUSSIOX AMERICAN COAL-MINING METHOnS.

'11

Fig. 3 .showed the shortwall machine cutting across the face
of a " crosscut " oif the room. A crosscut was a place driven
through the pillar to connect between rooms, and in the County
of Durham would be called a " wall." In the same county a
room would be called a " bord." This particular crosscut was
12 feet wide, and the rooms were 20 feet wide.

One foot of draw-slate generally came down with the coal,
■and the roof above was full of slips and pot-holes. The maxi-
mum distance allowed between props under ra]i-pieces was 5 feet.

Fig. 3. — A Shortwall Machine Cutting Across the Face of a Crosscut, or

Narrow Place.

The roof over the track had to be supported with cross-bars and
lagging.

^o .special arrangements were made when the photographs
for Figs. 1, 2, and 3 were taken. He (Mr. Dean) entered the
mine with the photographer, and the pictures were taken just
where the machine happened to be. There were many places in
the mine far more closely timbered than those shown. This
particular machine cut to a depth of 7 feet, and averaged about
100 lineal feet of face per day. It gave so little trouble that the
management hardly knew that there was a machine in the mine.
It had been in u.se 18 months, and previous to that time the

212 TRANSACTIONS — THE NORTH OF KXCiLAXJ) IXSTITLTK. [Vol. Ixvi.

opinion was that tli'e roof was not suitable for macliiues. When
it was introduced, the " old timers" predicted failure. It was
(luite possible that 75 per cent, of the coal produced from this
mine would eventually be cut by machines.

He would not close his remarks without congratulating Mr.
Simon Tate upon the excellence of his criticism of the paper.
If Mr. Tate's statements failed to convince the majority that
drastic changes were necessary, then one could not look hope-
fully to the future. It was unfortunate that what Mr. Tate
had written had not received greater publicity. He (Mr. Dean)
did not agree with his statement respecting the size of tubs in
new pits. If he (Mr. Dean) were to start a new mine, he would
aim at having tubs of a capacity of 35 cwt. or 2 tons, instead
of 15 cwt. or 1 ton. When once the workman learned how to
re-rail quickly a 2-ton car, it gave him very little trouble, and
brakes enabled a man to handle the car on varying gradients
without difficulty. It was more than a question of getting a
hewer's work out : to keep him supplied with an unlimited
number of 10-cwt. tubs involved the services of an excessive
number of haulage hands ; and in a large mine, where all the coal
was undercut by machines it would be, to use Mr. Hare's words,
" practically impossible " to supply the filler with an unlimited
number of 10-cwt tubs. When face-conveyors were used, 10-cwt.
tubs were out of the question.

Mr. Samuel Hare (Bishop Auckland) said that he was sur-
prised to read the following in Mr. Dean's reply to his (Mr.
Hare's) remarks : —

" He was inclined to believe that men who were successfully employing-
bord-and-pillar or shortwall machines in mines with difficult pitches and bad
roofs would not place the blame for the failure mentioned at Mr. Hare's mine
upon the American operator."

He (Mr. Hare) thought that everyone who had read his re-
marks would agree that he had no intention of placing the blame
on the operator, but that he quoted the case in question in order
to prove that the conditions of English mining were so different
from those prevailing in America that one of the best American
operators was 'unable to obtain satisfactory results when using
one of the latest types of American heading machines. Mr. Dean
then stated that " what many people considered the best short-
wall machine in America was not advertised in Great Britain,

1915-1916.] DISCUSSION AMERICAN COAL-MINING METHODS. 213

and possibly the macliine had never heen used iu any mme in
that country."' in reply to which he (Mr. Hare) would mention
that the machine used was made by what he was informed was
the largest company in America eng-aged in this work, and he
could not speak too highly of it. He would also mention that he
had several long-wall machines in use made by the same firm,
and the results obtained from them were most satisfactory.

Mr. Dean also referred to a statement which he (Mr. Hare) had
made, that in bord-and-pillar working it was ahsolutcJy necessary
to use naked wires in order to move the machines quickly from
place to place, and had concluded his sentence by stating that
"Mr. Hare apparently did not fully understand the problem."
If this were correct, then he could onlj- say that apparently one,
at least, of the best American operators was equally ignorant,
seeing that he had given it as one of the principal reasons for his
want of success that he was not provided with naked wires for the
purpose of "flitting" his machine. Mr. Dean had then ex-
plained how it could be done by means of an insulated cable, a
method which every novice in mining fully understood, but Mr.
Dean did not say that the flitting by this method could be car-
ried out quickly.

Although (speaking from memory) Mr. Dean had not given
much information in the paper as to whether naked wires or
insulated cable were used in connexion with the machine de-
scribed by him, he (Mr. Hare) had arrived at the conclusion
(assisted by the illustrations) that bare wires were being used.
If, however, Mr. Dean, with a better knowledge of American
mining methods than he (the speaker) could claim to possess,
stated that heading machines could be flitted quite satisfactorily
by insulated cable, then he was bound to accept that statement,
and must come to the conclusion that the different conditions at
the face were entirely responsible for the failure of this particu-
lar machine.

Mr. Dean had called attention to the Hutton Seam in the
County of Durham. As at one time he (Mr. Hare) had been
manager of the largest pit in the county working the Hutton
Seam extensively, it might interest Mr. Dean to know that at
this particular colliery, and at most of the others with which he
was acquainted where the Hutton Seam was being worked,
neither naked nor insulated wires of any description would be

214 TRANSACTIONS- — THE XORTII OV KXGLAXl) INSTITUTE. [Vol. Ixvi.

tolerated in any part of the mine. How then could any compari-
son be made between the output per man from the Hutton Seam
■ — lying- very often at <ireat depths, witli great roof pressures,
and also witli firedamp present in larcje qiiantities — and machine-
mining' in comi)aratively shallow mines of good section, where
electricity could be used with impunity ?

He thought that he might fairly dismiss witliout comment
Mr. Dean's sug-gestion that the operator might not have received
sufficient assistance from the officials. Needless to say, every
suggestion made by the operator was most promptly and willingly
acted upon.

Mr. Dean had referred to his (Mr. Hare's) allusion to the
*' vast spaces '' containing hardly a stick of timber, but Mr. Dean
himself was surely responsible for any one arriving at that con-
clusion. A glance at Figs. 27 to 32, 36, 38, and 40 to 46, would
demonstrate that the conditions shown in these illustrations
could not possibly be found in any English colliery.

Mr. Dean had now presented three additional illustrations, in
an attempt to prove that there was not much difference between
the face conditions prevailing in England and in America. It was
not necessary, howcA^er, to examine these new illustrations very
closely to find that Figs.l and 2 were not views of face workings
such as those shown in the paper, but were evidently roadways,
which one might naturally expect to be timbered.

As to Fig. 3, it was the only illustration out of seventeen that
showed any timber at all at the working-face, and he thought
that it might be fairly assumed from this that in this particular
place there was some abnormality present^ — possibly a fault or
hitch which had affected the roof.

In comparing American and English mining practices, there
were several other points that Mr. Dean ought to have taken into
consideration before making such sweeping allegations — for
instance, the gradients met with in both countries. He (Mr.
Hare) had always understood (and here again the illustrations
would bear him out) that the American Coal-Measures were
almost horizontal, whereas in Great Britain in several of the
coalfields they were highly inclined. In some of the pits under
his charge the gradients varied from 12 to 24 inches per yard,
and under these conditions machine-mining with bad roofs
became almost an impossibility-.

1915-191G.] DlSrUSSIOX AMERICAX COAL-MIXIXG METHODS. 215

In couclusioii. lie could only repeat what Le had already stated
ill coiiiiexion with Ameriean mining- practice he recognized and
adiuiieil the skill shown by American mining engineers in the
design and application of machinery to mining, but, at the same
time, he claimed that Mr. Dean had failed absolutely to prove
that it was possible to obtain anything like the same result-s in
Great liritain. even bj' applying the best mining machines, and
to the same extent, as in America.

The Pkesidext (Mr. T. Y. Greener) said that it must be
obA'ious to everybody who had considered the matter that the chief
reason why the output per man in the American coalfields was so
much larger than that in Eng-land was not due to want of skill on
the part of English milling' engineers, but to the dift'erent condi-
tions prevailing in the two countries. America was now in very
much the same position as Britain was 40 or 50 yearsS ago. The
Americans were now working their best and thickest seams, and,
apart from that, they had all the advantages of the appliances
that had been discovered during the last 30 years ; they had also
the advantages arising from the use of electricity and other
power; and these were sufficient to account for the difference in
the output of the two countries.

He gathered that there was a very general idea in America
that the use of large tubs was the solution of the difficulties with
which the}* in England had to contend. He wondered what Mr.
Dean or anj'one else would say to the use of large tubs of, say, 2
tons capacity in the thin seams which were being worked in
various parts of the country to-daj'. Those seams varied from 20
to 22 inches in height, and he thought no one would suggest the
use of trams containing 2 tons under such conditions. To begin
with, the cost of making the roads would be absolutely prohibi-
tive, even assuming that it was only necessary to make roads
every 100 yards. The idea that if large tubs were adopted in
Great Britain the output would immediately approach that of
the United States seemed to him absurd and impracticable.

He did not know why reference had been made bj- Mr. Dean
to Bentley Colliery, because it was perfectly well known that at
Bentley nothing in the shape of electrical machinery was admis-
sible underground, owing to the quantity of gas present. He
thought that this went to show the impossibility of comparing
the results obtained in one country with those obtained in

VOL LXVI.— iril3-191«. 16 E

21(1 TRANSACTIONS THE NOKTII OF ENGLAND INSTITUTE. [Vol. Ixvi.

another, unless it was ])()ssible to reproduce the same conditions
in each country.

They Avere very much indebted to Mr. Dean for l)riii<Ting the
paper before them; it was certainly a paper that would spur
them on to do whatever they could to approach more nearly to the
output of American mines; but there was nothing in Mr. Dean's
paper which went to show that English mininf? eno-ineers were
lagging behind, either in the adoption of labour-saving plant or
in other scientific appliances.

DI8CUSSI0X OF MR. HIRAM H. HIRSC'H'S PAPER ON
" THE HIRSC'H PORTABLE ELECTRIC LAMP."*

Mr. Percy L. AVood (Clifton) wrote tliat, in his opinion, the
lamp battery was too small ; it might give no trouble for
a short period, but he was confident that, with the ordinary
knocking about that lamps received in the colliery, it would not
give satisfaction for long. His experience of electric lamps was
that as new lamps were required the makers, instead of supply-
ing a lighter lamp, recommended an increase in the size of the
battery. This, he thought, was the only way to secure a reliable
light.

DISCUSSIOIS^ OF MR. JOHN GIBSON'S PAPER ON " THE
LOGIC OF TRAMS. "t

Mr. Arnold Lupton (London) wrote that doubtless many
advantages would result from the standardization of pit-trams,
but there were many difficulties in the way. As the conditions
of collieries changed every day, it was important that the trams
should suit the special circumstances of each pit.

The exterior dimensions of the tram were governed, amongst
other circumstances, by the diameter of tlie shaft, the most
economical width of the roads, the height of the working-place
and the most economical height of the roads, the gradient, the
habits of the miners, the method of haulage, and tlie most con-

* Trans. Inst. M, E., 1916, vol. li., page 61.
t Ihid. , page 72.

I'Jlo I'JIG.] DlSCrSSIOX THE LOGIC OF TRAHS. 217

veuient wei^lit of the loaded and empty tram. It would not be
economical to alter the dimensions, as fixed by the foregoing-
considerations, for the sake of any reduction in first cost of the
tram or of repairs.

In mines where the loaded tram moved downhill, the cost of
haulage was, to a g-reat extent, measured by the cost of g-etting-
the empty tram to the place where it was filled. For that
reason it was economical to make a tram as light as possible, in
proportion to tlie weight of coal that it contained. It was also
advisable to make the weight of coal contained in a tram as great
as possible, having- regard to the external dimensions, because
upon these external dimensions depended the space occupied by
the trams in the' mine and in the cage for any g-iveu output of
coal.

It was frequently the case that the dimensions, shape,
material, and form of construction of a tram were designed
chiefly to save first cost and the cost of repairs of a given number
of trams ; whereas it could easily be shown that, where sufficient
capital was available, the first cost of a tram and the cost of tram
repairs were matters of much less importance (having regard to
the total costs of the mine) than the possession of a tram of the
best possible design and construction (having regard to the cost
of haulage, road repairs, and outpnt). A, tram which held 10
per cent, more coal for a given weight and external dimensions
would enable the manager to obtain a 10-per-cent. greater output
from a pit in which the colliers were able to fill all the trams that
were brouglit to them.

A tram should be so designed, both in regard to construction
and lubrication of the wheels and axles, as to work with a mini-
mum amount of friction. It should have spring buffers (which
he, Mr. Lupton, had designed and used), and the body of the tram
should be carried on springs if it were found possible to design
suitable springs without adding unduly to the weight and ex-
ternal dimensions of the tram. Springs reduced the breakage
of coal in transit and the damage to the trams in a collision.

An ordinary colliery manager was reluctant to design and
order the best possible tram for fear that he would be criticized
for the expense in first cost and repairs. These expenses would
be obvious, but ecouimies would not ; and he would therefore
prefer the experiment to be made by someone else.

218 THANSACTIONS THE .NOKTll (tK KX(;i,.VMJ INSTITUTE. [Vol. Ixvi.

Mr. W. It. Peck (Hi^' Stone (j:\]), \"\v'/\uu\, T'.S.A.) wrote
that it appeared to liiin thai the author had " i)ut the cart before
the liorse," for, iu sufi'f^estmg the standardization of mine-trams
and track, he liad placed the tram first, and liad o-iven very good
reasons for so doing: hut, in order to rvacli this standard, tlie
track-gauge sliouhl first of all he considered, and it onght to a
greater or less extent govern the size of the tram. The height,
width, and length of the tram could he varied and still maintain
a (dose approximation to the standard ; hut, owing to the modern-
ization of haulage, locomotives, and mining machinery, and to
the near approach of the time when steel ties would replace those
made of wood, and steel would replace wood in timbering, it
seemed conclusive that a track-gauge standard should come first.
In considering this point, one must not only think of the coal
that would come over the track, but also of every piece of machin-
eiy that could be used to advantage in the recovery of the coal.
The day had now arrived in the Ignited States when the mining
company that neglected its underground transportation lost divi-
dends for its stockholders.

The secret of successful mining was primarily successful
transportation ; this statement was true in almost all industries :
it was easy enough to grow grain, but if it could not be taken
to the market cheaply and readily, all the profits would be lost.
The coal in the ground cost but little : for a snmll price it could
be dug and loaded on to the tram, and for a certain price
the railroad or steamship lines would haul it away; but was it
easy to get this coal from the working-face to the railroad-car ^
The complexities of underground transportation in a mine of the
present day were such that they would baffle the ingenuity of
many a railway traffic superintendent if he were called upon
suddenly to tackle the problem in a mine.

It was necessary, therefore, to establish not only a standard
gauge for the track, but one that would and could be satisfac-
torily used throughout, both underground and at the surface.
One could not hope to meet all conditions, but the endeavour, in
the selection of the standard track-gauge, should be to approach
as near the ideal as possible.

Mr. Gibson had recommended a 'gauge of 24 inches ; but such
a gauge was too narrow. This particular gauge had been de-
cided upon for two reasons — the man power, and the width of the

1915-1016.] DISCUSSIOX — THE LOGIC OF TRAMS. 219

gate-road. Given a car or tram of the same weight, a man could
push it a.s easily on a gauge of 42 inches as on a 24-inch gauge;
and if proper pack-walls and cribs were built in longwall mining,
and proper timbering were used in the room-and-pillar work, a
track-gauge of 42 inches could be maintained as well as one of
24. Perhaps the cost of the pack-walls and the timbering would
be greater with the witle than with the narrow gauge; but the
saving- in transportation and capital invested would more than
ottset this extra expense. It was true that a tram for the wide
gauge would have a greater dead weight than the tram for the
narrow gauge, but it had been proved in America that the ad-
vantage was with the wider gauge. In the selection of this
standard track-gauge and tram, one must not lose sight of the
fact that the day of man power, and, to a large extent, horse-
power, for haulage was gone. Electric and gasolene power was
employed in America, not only on the main haulage-roads, but
at the very working-face. This fact demanded larger trams : if
the coal-bed was thin, a wide, long, but low tram was used; if
thick, not only a wide and long, but high tram was employed.
The miner would not have to handle it, as it would be placed for
him by mechanical power.

The general idea of Mr. Gibson's paper was good : standard-
ization was the keynote of the times, and this had resulted in
large savings being effected in many other industries, as it would
in mining if properly applied. A broad standard gauge should
be established — not to safeguard the mine-tram as it existed to-
day, but for the standard tram of the near future. This standard
tram should be such that, even in the thin seams, its capacity
would not be less than 1,000 pounds, and his (Mr. Peck's) prefer-
ence was for one of at least twice that capacity. Trams of a
capacity ranging from 2,000 to 2,500 pounds were being used in
mines in America in >seams from 24 to 30 inches thick. The
trams were very low. but long and wide, witli small wheels.

The suggestion that mine-rails should be manufactured in
multiple units was very good, and, if adopted, would result in
the saving of much time and money in the laying and mainten-
ance of the track.

He gathered from Mr. Gibson's paper that it was thought
that American mine-operators paid more attention to the track
than was the case in Great Britain. This might be on account
of the entirely diiferent mining conditions, but very likely it was

220 TH.VXSACTIONS THE NORTH OK K.N(il,AM) LVSTITITE. [Vol. Ixvi.

due more lu the f'lict that in America a larger tram aud more
mining- macliinery were used. For tliis reason American mining
engineers liad adhered to the wide-track gauge, and had en-
deavoured to make tlieir mine-tracks compare favourably with
the railway-tracks. Mr. (jihson liad spoken of the desirability
of small trams, on account of the rio-ht-angled turns and short-
<'rassings that were encountered. A great many of the American
mines turned their rooms at right-angles, but switches were put
in, the same standard switch being used throughout the mine,
so that the small gathering motors had no trouble in taking these
.switches. Man power for haulage had disappeai'ed in America ;
it was cheaper to use mechanical haulage even at the working-
face, and therefore American mines had introduced a wide gauge
and a large car or tram, with the result that the miner as well
as the operator realized the benetit. American mines had not
iis yet standardized their tracks or their cars, but such stan-
dardization would come in the near future.

His criticism of Mr. Gibson's paper was based entirely on
mining conditions as they existed in America, and probably
would not fit the present conditions of English mines. One
must remember, however, that the standard track and tram
ought not be made to suit the mine conditions of yesterday,
or even of to-day, but, rather, the mistakes discovered in the
past and present should be taken into account, and tracks and
trams designed that would be suitable for the mines of the
future.

Mr. Samuel Dean (Deh^gua, Colorado, U.S.A.) wrote that
the paper should only be the first of a series dealing with the
mine-tram, because it would take considerable time to arrive at
anything definite in regard to standardization.

There were no standard mine-cars in America. He
had agitated for them for the last 18 months ; but the American
mining engineer had the consolation of knowing that his cars
or trams were generally large enough for his purpose. The
British mining engineer, on the other hand, was in a dilemma ;
lie had " cut " his pit according to his car, and, as his car was
usually ridiculously small, his output per man was in the same
ratio.

Mr. Gibson had stated that at one British colliery a 2-ton
tram might be used, while at another, under not dissimilar con-

1915-1916.] DISCUSSIOX THE LOGIC OF TRAMS. 221

<litioiis, ;i tram to carry only 4 cwts. niig'bt be employed. By
" stepping- u])," a similar comparison could be drawn in America.
A -'iO-cwt. car could be seen in one mine, and a 4-ton ear in
anotlier, yet the thickness and pitch of the seam, and the nature
of the roof and floor, would be similar in both mines. The more
one considered the mine-tram problem, the more one realized
that some mining engineers or " practical mining men " had
overlooked something of vital importance in this connexion.

Mr. Gibson had asserted that if coal had to be moved 10
feet, or 10 yards, or 100 yards, the best methods to employ
would be shovelling, wheel-barrowing, and tramming respective-
ly: but it all depended upon the quantity of coal to be moved.
A large quantity of coal, or of earth on the surface after
ploughing, could be moved more quickly and cheaply by
"scraping" than by shovelling or wheeling. By "scraping"
he (Mr. Dean) meant the use of a scraper, holding about a
ton, drawn by a team of mules. As the quantity of material
and the distance increased, the use of steam-shovels, loco-
motives, and side or end-tipping wagons became justified.

He would ask Mr. Gibson to explain why it was necessary
to turn gate-roads off crossgates at right-angles? The turn-
plate and the flat-sheet were, in his opinion, old-fashioned,
and should not be employed in modern mines. When a tram
left the rails on one side of a flat-sheet, the man who pushed
it was often delayed some little time in his eft'ort to find the
rails on the other side, and these short delays mounted up
considerably at the end of a day, a week, or a year. These
sharp right-angled turns also prevented the use of a long tram.
This was an important point, when it was remembered that
what was wanted was length and width, not height.

\It. Gibson had also stated that " in gate-roads it is . . .
cheaper to draw by hand to the limit of inclination, rather
than resort to self-acting inclines of any kind." This, how-
ever, was a matter needing much concentrated thought. Was
there no other way of conveying the coal to the levels? Could
gateway conveyors not be used, and the drawers sent to do
other and more useful work? Mr. Gibson spoke of drawing
to a " lye " 500 yards out-bye. This meant (if 10-cwt. trams
were used) that a drawer would have to travel a distance of
1,000 vards for half a ton of coal, or 2,000 yards for a ton.

222 TRAiVSACTIOXS THE NORTH OF K.V(;LA\I) IXSriirTK. [Vol Ixvi.

Such ;ui ariaiiyeiufiit appeared to be an amazing' waste of time
and energ-y, and it was therefore not at all surprising- that
tJie national output per man was low.

The g-eneral lay-out of the mine working's appeared to be
groverned by the size of the tram. If a nutnager in America
•were about to open a seam 3 feet thicdc, pitching 10 degrees^
he Avould reason somewhat like this: "I shall have to work
the seam in a certain way, because I shall have to use the
2-tou cars sent here from an abandoned mine." His cars
would thus govern his method of working underground, and
it was a foregone conclusion that the cars would not be pushed
between the "lye" and the working-face, whilst his output per
mail would be higher from this seam than the average pro-
duction from a seam of the same thickness in any other
country.

This brought one to a consideration of the following plain
question : — If the seam were -3 feet thick, and it was proposed to
use trams of a capacity of 2 tons, how must the workings be laid
out in pitches of -i, (J, 9, 12, or 24 degrees to allow of the trams
being moved with the minimum amount of physical power
and the maximum conservation of time? That was a question
which only a man with very wide experience could answer,,
unless he were given time to find out how- seams 3 feet thick
on these different pitches were being worked in modern mines
in all parts of the country. When it was remembered how
difticult it was for one to obtain information (sometimes one was
not permitted even to look at the surface arrangements of
a colliery), the value of friendly co-operation between different
countries would be realized. Many men, who could throw
light on this problem, would read the present discussion, but,,
from a false sense of their duty, or on account of their lethargy,
would remain silent. These were the men who received, but
seldom gave.

Where main gates dipped to the face, small hoists at the
top would handle very satisfactorily single cars of a capacity
of 2 tons; and if the "level" gateways dipped slightly to the
face, the lad {it the end of the rope could easily push the empty
to the face by pulling in the light flexible rope that passed
round the centre pulley at the switch. When the tram reached
the face, it was switched on to a movable -side-track and the
rope hooked on to the loaded tram, which was then pulled

1915-1916. J DISCUSSIOX — ^THE LOGIC OF TEAMS. 22ii

out. The extra width of gateway wa.s only required for a
short distance back from the face. As the switch or crossing-
was moved forward, the space behind could be gobbed with
debris. This, of course, meant extra width of brushing, and
might be objectionable in some mines. The alternative, then,
was to have short gateways and to have the rope to pull the trams
and deliver them to the mouth of each gateway, the trams being
jjushed by hand over the short distance between the dip-road and
the face. The amount of time consumed in pushing or draw-
ing was not serious, because with 2-ton cars it was only neces-
sary to travel between the dip-road and the face of each place
a few times a day, the track being laid just slightly in favour
of the loads on the levels.

In America drawers or putters were not employed, and
in 20-foot rooms that were worked double (two men) the driver
often left the empty tub at the room-neck and the two men
pushed it to the face. On his next journey the driver left his
empty at the same place, took his mule to the face, and pulled
out the loaded car; or, if the place were driven in favour of
the load, and was too low for the mule, one of the miners
" dropped "' the loaded car down to the switch, riding behind
on the bumpers, and gently applied the brakes when required:
he also used the brakes to stop the car. Frequently the driver
took two empties from the flat or parting, left them at adjoin-
ing room-necks, and returned with two loaded cars. If the
cars were not too heavy, and he had a strong mule, he could
handle three or four cars at a time.

Mr. Gibson had stated that " brakes were inadmissible,"
but in this instance he had made a serious mistake. In the case
of 80-cwt. or 2-ton cars, brakes were indispensable, and no man
who had used them would willingly go back to the " mediaeval "'
method of using " sprags " or " lockers.''

He (Mr. Dean) would warn anyone who contemplated using
large cars not to strive unduly after lightness. Some of the
most serviceable cars of 2 tons capacity weighed about a ton,
although by using the very best material in the wheels and
axles this weight might possibly be reduced a little.

He prefeired the term "switch" to "short-crossing," and
there was no necessity to use two words when one sufficed. He
pieferred "frog" to "heart," and "latches" instead of

224 TUAXSACTIONS — THE NOIMII OK KN(;i.AND INSTITUTE. fVol. Ixvi.

■' wings."' At looin-iietks fast i)()iiits were generally laid, and
the man wlio jjushed the car a])i)lit'd side pressure to turn it to
the right or to the left. He was glad to see that Mr. Gibson had
adopted the word " track,'' but for heavy tracks nails were in-
admissible, and spikes or dog-s must be used. Steel .sleepers or
" ties '' were preferable to those made of wood in low roadways.
Such sleepers had already passed the experimental stage, and
where heavy coal-cutters were used they tended to hold the
track to the proper gauge. He did not think it wise to adopt a
standard rail-length of -i feet for heavy traffic. He disagreed
with the suggestion of a track-gauge of 24 inches for trams of
2 tons capacity, and considered that the minimum gauge should
be 36 inches.

It would appear that there was room for much improve-
ment in railway equipment. A country that used 10 and 12-
ton railway-wagons would feel the effects of world competition
later on. In 1900 the Pennsylvania Eailway scrapped and
burned all wagons of a carrying capacity under 40 tons, regard-
less of their condition. The Xorfolk & Western Eailway now
used '" hopper '" wagons of 100 tons capacity.

Mr. Gibson's suggestion that cages, headgears, etc., should
be standardized was excellent, provided that matters were so
arranged that later improvements could be incorporated in the
standard design : but, when he spoke of the Germans being beaten
at their own game, he left the impression that some stupendous
revolution would be necessary to bring that change about.

In conclusion, he would suggest that mining engineers in
South Wales would be merely doing their duty if they described
how they handled their large trams under the different work-
ing conditions that prevailed in that coalfield.

Mr. Ealph W. Mayer (Eoslyn, Washington, US. A..) wrote
that the better an American mine was managed, the less \Tas
the tramming done by manual power. Animal or mechanical
haulage was cheaper and quicker, and resulted in a much larger
output than would be the case if the cars were moved by
manual power to any considerable extent. A large tonnage of
coal could thus be produced on a smaller initial investment for
mine development and equipment. The workings would be
more compact and more easily supervised. The expense of main-
taining the roads, timbering, etc.. was less for the smaller area

1915-1916.] DISCUSSION" — THE LOGIC OF TRAMS. 225

than it would he if a huge area were necessary to produce the
required tonnagre, on account of an inadequate hauhige system,
«uch as tramming by man power. The steamers in the Orient
were coaled by men and women, who packed the coal aboard
the boat in baskets, for which labour they received from :i to 12
cents a day. In similar circumstances, and with cheap wages,
it was barely possible that tiamniing by man power could com-
pete successfully with well-equipped mechanical haulage. The
coal-miners of the United States, particularly those in the west,
were comparatively well paid, yet the tonnage cost of the coal
produced there compared very favourably with that at mines
which were not operated with the latest mechanical equipment.
It was unlawful in most of the States to emploj' underground
bojs less than 16. years of age, and to put these young boys at
tramming" cars — work which was beyond their strength — was
questionable, both from the economic and the humanitarian
standpoint.

In American mines, when the seams had sufficient pitch, the
coal was run from the working-face to the entry down shoots,
sheet-iron being used when necessary to make the coal slide more
easily, and it was then loaded from the shoots into the cars at
the entry. In seams where the pitch was insufficient to enable
the coal to slide down the shoots, gravity planes nere used. As
the loaded car descended from the working-face to the entry, it
hauled the empty car from the entry up to the working-face.
AVhen the roof was sufficiently high, animal haulage was some-
times used in the rooms.

Locomotives which could be operated in very low seams
were now manufactured. The gathering locomotives obtained
their power from compressed-air storage-batteries, or from a
•cable hooked over the trolley-wire ou the entry, and unreeled
from the locomotive as it entered the room. Very few seams
were so low that some type of these locomotives could not be
profitably worked ; and, even if some of the roof had to be taken
down for the purpose, this method was considered more econo-
mical than tramming by man power.

Turntables were antiquated and out of date in any well-
managed mine. They caused the loss of too much time and too
much hard unnecessary work. Their use might be excused in
■driving some prospect in order to determine the value of a seam,

22(1 TR.A.XSACTIOXS — THE NORTH OF KXGLAXD INSTITUTE. [Vol Ixvi.

but not in a workiup- uiiiie. Curves and swittlies were in almost
universal use.

Andrew Carnegie did not hesitate to scrap machinery, even
if it had never beeu used, when some other machine which would
do the work more cheaply and better was invented, and he made
money by doing so. Many mine-operators would do well to
follow his example and scrap their old cars, which had worn
bearings, and were of an old style, instead of taking them for
use at a new colliery. The use of the old cars was economical,
in that it saved cars, but probably very extravagant in tonnage
cost of haulage, when compared with more modern cars having
ball or roller-bearings and all the latest improvements. Car
wheels, of large diameter, had a smaller coefficient of friction,
and consequently helped to reduce haulage costs. When ball-
bearing cars, with modern oiling devices, were used, the addi-
tional amount of coal that a locomotive could pull would repay
the cost of the cars in a short time, and make the scrapping of
the old cars an economy.

Steel rails, the bolt-holes in the rails, bolts, fishplates, etc..
were all standardized in America, and a damaged rail could be
removed and immediately leplaced by another which was an
exact duplicate. The different gauges of the cars were to a
large extent standardized by the manufacturers also. The car-
boxes for the coal-mines were generally made of wood. They
were moie easily lepaired. and less work was entailed in clearing
up a wreck than when the boxes were made from any other
material. Steel boxes bent, and if they broke a more expensive
repair plant was necessary than in the case of wooden boxes,
although steel boxes were used largely in metal-mines and also in
some coal-mines. Car-brakes were much used in some dis-
tricts, and if simple in construction and well made would stand
very rough usage. Possibly they were not often necessary.
Cars having short wheel-bases were much more easily replaced on
the track if derailed than those that had long wheel-bases. AVhen
the tracks near the working-face were bad. the best plan was
to make the track-layers do better work, or else get new track-
layers. .Steel sleepers were good, but they also required to be
carefully laid. It was inconceiAable that any well-regulated and
managed mine would lay a curve having an awkward twist in it
such as that illustrated in Fig. 4 (Plate III.). It was not advis-

1915-1916.] DISCISSION- — THE LOGIC OF TRAMS. 22/

able to patch a track witii slioit piece.> of rail, but where thi>. was
necessary wood shouhi hot be used, as it was impossible to make
a good track for the haulage of heavy loads with wooden paich-
work. Short pieces of steel rails, with ties laid underneath them,
and having bolt-holes drilled in each end, should be u.sed. They
should be fastened to the longer length of rails by means of
fishplates and bolts, in the same manner as any other rail-joint
was made.

Mr. James Ashworth (Vancouver. British Columbia) wrote
that the paper lost interest because Mr. Gib.son had not given
detailed plans of any one of the standard sizes of trams ad-
vocated. He (Mr. Ashworth) was of opinion that the early
introduction of standardized dimensions for either trams or
" track "" was most unlikely. In the tabulated dimensions given
by Mr. Gibson, the largest tram had a depth of only 28 inches
and a height over all of 46 inches, whereas it seemed desirable
to fix both a maximum and a minimum standard height in
order to meet his views with respect to the size of the proposed
base.

Ill Mr. Gibson's note on the circumstances that governed
the size of the tram, he did not appear to have devoted sufficient
attention to the question of ventilation, the depth of the mine,
and the character of the roof and floor: consequently, he erred
when stating that the tram governed the size of the road. Mr.
Gibson's plea for a one-clause Mines Amending Act was cer-
tainly more than a sui'prise, and most mining engineers would
be of opinion that the Secretary of State could occupy his time
much more usefi.ily than in considering the question of the
standardization of the gauges of rails — a matter which had no
material influence on the safety of the mine or on the lives of
the miners working therein. It did appear to him that the
standardization propo.sed by Mr. Gib.son would not add to
"national efficiency" and reduce the co.st of production, or
that in any economic war which was likely to ensue British
mining engineers would not be able to beat the enemy.

Mr. JoH.v GiBSOX (Kilmarnock) wrote that Messrs. Peck's.
Dean's, and Mayer's contributions might be fairly sumniarized
in the words of 31 r. Price Collier, a well-known American
observer, that "" England is the land, not of logic, but of com-

'2'28 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. rVnl, Ixvi.

promise. '" This (licluui was io some extent borne out by the dis-
eiussion, for wlieieas tlie American critics were keen supporters
of standardization, or of anytliin<>' else likely to reduce cost, tliose
in Ihitaiu were cautious and doubtful of supporting- anj' far-
reaching departure from usual practice.

Englishmen used small trams; but this was more likely to be
due to conservatism than to lack of logical sequence. Ameri-
cans used large trams; but this indicated a dift'erence from
British pra.ctice wliich was not necessarily better or more log'ical.
Further. American practice lacked uniformity, just as in Great
Britain. On the one hand, the trams varied from large to very
large, and on the other from large to very small. His own con-
tention was that, for every particular set of conditions, a tram of a
certain size was most suitable, that by standardization the train
approximately most suitable to a given set of conditions was
easily procurable, and that change was easy if an error were made
or if the conditions altered.

He was afraid that Messrs. Dean and Mayer had not safe-
guarded themselves ag-ainst the fallacy of supposing- that a prin-
ciple true in the abstract must hold good in all sets of circum-
stances. Mr. Dean, for example, had stated in effect that : (1)
not only did larg'e trams suit American conditions (with which
he was presumably familiar), but also Indian, Chinese, Aus-
tralian, and all other conditions. (2) That in extreme cases in
Scotland trams were hand-drawn for 500 yards, which as a
g-eneral practice was indefensible ; but Mr. Dean had also asserted
that it was wrong" in any case, which showed quite clearly that
he had not considered an extreme case. (3) Mr. Dean, with
justifiable pride, had stated that "a country that used 10 and
12-ton railway-wag'ons would feel the effects of world competition
later on. In 1900 the Pennsylvania Railway scrapped and
burned all wagons of a carrying capacity under 40 tons." In a
huge country such a course was good business ; but would Mr.
Dean urge such a policy for Scotland, Avhere the bulk of the
coal was burned or shipped not 50 miles from where it was mined?
In the same way, would he hold that because a 40,000-ton liner
was suitable as an Atlantic ferry it would be suitable as a ferry-
boat on the Tyne, Clyde, or Mersey? It would be unkind to
press further this aspect of American criticism.

Mining ■engineers in Great Britain had much to learn from

1915-1916] DISCUSSION THE LOGIC OF TRAMS. 229

their American friends, and possibly the best way to obtain help
was for the former to lay before tlie latter the chief features of
their particular difficulties. The extreme case for the small tram
would, then, of course, be brought into relief, as under: —

(1) Great Britain was a very old mining country, and one
result of this was that nearly all the easily-won seams were ex-
hausted. Let them take as an example an old colliery with six
seams, and see how the preceding generations had worked them.
The collieries being financial, and not philanthropic concerns,
the seam or seams most in demand and cheapest to work were first
attacked. The present-day conditions might be as follows: —
Xo. 1 (the top) seam was of poor quality, and the roof was much
racked througli tlie working of the lower seams. The good
seams (Xos. 2, -j. 4, and 5) were exhausted, except for small areas
in troubled ground, to be won through cross-cut mines. Xo. 6
was a thin seaiu liable to inundations from waste ground over-
head. Blackdamp or firedamp and water were plentiful. In one
case within his knowledge a preceding generation had extracted
TO per cent, of a 5-foot seam, and had then abandoned it. The
present working was like an uncharted archipelago of small
islands of coal surrounded by seas of dirt. Even the dross and
dust left behind by the old miners was carefully extracted,
washed, and put on the market.

As a general proposition, it would be admitted that to make
a colliery of this kind pav required not only push and go, but
thrift, carefulness, and caution. Any wild-cat scheme of develop-
ment or equipment would surely end in bankruptcy.

With regard to Mr. Mayer's sweeping dictum that " turn-
tables were antiquated and out of date in any well-managed
mine," he (Mr. Gibson) might mention a case well known to him
of a seam 2 feet thick opened up by the longwall method of work-
ing. A level was driven a distance of IGO yards in 22 weeks, the
rise given being 1 in 60. Careful levels were taken from time
to time, and it was found at the end of six months that the floor
from the starting-point to a point 00 yards from the face was 4
feet above the ori^iinal level, although o feet had been taken off;
in other words, the pavement " creep " was 7 feet. There was
enormous pressure on the sides, which were very frequently re-
timbered, and although the road had a general gradient of 1 in
00. ])Ools of water (i inches deep formed on it. Turnplates for

230 TRAXSACTIONS — TIIK NOK'i II OF KXGLAXD 1XSTITU]K. (" Vol . Ixvi.

olivioiis reasons were used, and liad to l)e relaid ciitiicly every
iHoiitli. Strenuous eitorts were made to maintain the road •» feet
wide by •> feet in lieijilit. Of what use would large trams with
roller-bearings, locomotives, and well-laid crossings be on su( h a
road ?

In an old mining country local customs, practices, and pre-
judices grew up, and even the best laid schemes which interfered
or upset these had to be very carefully introduced and handled.
For instance, any proposal which rendered unnecessary the use
of lads under 16 years of age underground would have to provide
otlit^r equally remunerative employment for these lads, or fierce
resentment and opposition to the scheme would surely result.

(2) Great Britain was not only an old mining- country, but it
had a single Mines Act, which applied to the whole country, with
all its varied conditions. Americans could imagine for them-
selves wdiat results would follow if the whole of the mines from
the Atlantic to the Pacific were subject to the same regulations.
For example, a firedamp explosion in Pennsylvania might cause
the prohibition of ■electric locomotives in Virginia. If they could
further imagine a very law-abiding nation, where punishment
ssurely foUoAved breaches of the Mines Act, they would begin to
see that a manager's first duty was to keep within th-e law, and
that initiative and originality followed — a short or a long distance
behind.

(3) In this country both a Minimum AVage Act and an Eight
Hours' Act were in force. Moreover, it was a fact that in some
parts no miner until recently was allowed by his union to work
more than 5 days per week. Tliis was now altered to 11 days per
fortnight in Scotland, and included, of course, a short day on
Saturday. American mining engineers would readily under-
stand that, even if British conditions were as favourable as their
own and the practice as good, labour was less efficient, and (even
at lower wage rates) was dearer than in America, whilst the result
was a lower output per man. All these facts implied that a keen
eye must be kept on cheap forms of labour, such as boys and
elderly men, as these could handle small trams on drawing-roads
and haulage termini, but would be less useful if large trams were
in use.

In the case of seams from 18 to -30 inches in thickness, in
addition to the ever-present problem of haulage from the face, the
prime necessity was, so far as he could see, to advance the faces as

1915-1916.] DISCUSSION THE LOGIC OF TRAMS. 231

rapidly as possible aud to handle a minimum amount of dirt.
The coal-cutter and conveyor was the remedy that first suggested
itself, but the sphere of usefulness of these machines was limited.
For example, electric power could not be used in a fiery seam,
and the employment of compressed-air plant in so small a work-
ing- that was advancing rapidly was a matter of difficulty. Again,
tender roofs, soft floors, and troubled ground frequently re-
quired tackling by manual labour.

If the seam was rising, say, 1 in 6 or 1 in 9, dip stowage for
the dirt was soon filled, and rise stowage was slow and expensive.
Where the gate-roads were 12 yards apart, the amount of sur-
plus dirt was increased, while if 18 yards apart the output per
lineal yard of face was decreased ; consequently, the rate of
advance also was decreased, much trouble was caused in a weak
roof, and the percentage of small coal was increased.

The sending of dirt to bank during the day-shift might
interfere with the handling of coal ;- whilst its transport by night
involved the provision of haulage attendants, bottomers, banks-
men, etc. — a matter of no great difficulty at a large colliery, but
of serious importance at a small mine. After the dirt had gone
to bank, rent must be paid (perhaps for ever) for the ground that
it occupied ; and, as the tip-heap extended, mechanical transport
was required, with attendants to handle the dirt.

American mining engineers might, in view of these circum-
stances, be little surprised if British mining engineers, either
by a process of logic or from a habit of compromise, concluded
that, after everything had been taken into consideration, as little
dirt as possible should be handled, and that the trams must be
of such a size as this consideration, when weighed against the
haulage factor, might determine.

Mr. H. E. BuLMAX (Newcastle-upon-Tyne) wrote that Mr.
Gibson was to be congratulated on his original treatment of a
subject which had perhaps hitherto been governed too much
by custom and rule of thumb.

The economic advantages arising from the standardization
of the coal-tub and the track could hardly be denied, and there
seemed to be no sufficient reason why a few standard sizes should
not meet all the requirements of the coal-mines of this country
just as well as the present enormous and anomalous variety.

TOL. LXVI.— lalo 1916. 17 E

232 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. fVol. Ixvi.

The purpose of tlie tub and track was to convey the coal from
the face to tlie shaft with as vsmall an outhay on labour and
materials as possible. As an outstanding fact, it was evident
that the smaller the dead load (due to the weight and the friction
of the tub) was in proportion to the useful load of coal carried^
the better would this purpose be achieved. In this respect a
big tub had an inherent advantage over a small one. But
this was conditioned by the necessity, or perhaps it would be
more accurate to say, the general custom, of man-handling the
tub in moving- it in the neighbourhood of the coal-face, at the
shaft, and when it got off the way.

It might be remarked that modern progress in the shape of
face-conveyors and auxiliary haulage had reduced (or even in
some cases had abolished) the necessity of hand-putting. But,
where the tub was moved by manual labour, economic con-
siderations pointed to limitation of its weight to w^hat could be
moved by a strong lad employed at a wage of 3s. 9d. a shift — to
take Mr. Gribson's figures — rather than by a man who received
double that wage. The advantage of the small tub was confined
almost entirely to its transit from the coal-face to the engine-
plane landing in-bye.

Mr. Gibson stated that in thin seams the size of the tram
governed the size of the road, but in practice there were many
exceptions to this rule. Large trams were used in thin seamis,.
and the size of the tram did not always, or perhaps generally,
correspond to the size of the road. The cost of making and
maintaining* the roads from the face to the engine-plane land-
ings was, of course, a main factor to be considered. Against
this had to be set the economical advantage of the large tram
in first cost and cost of maintenance, in reduction of dead load,
and in simplifying tlie winding and banking arrang^ements.
In the case of trams containing 2 tons of coal, a single-deck
cage holding two trams would suffice for a load of 4 tons each
journey; but with trams containing* only 10 cwts., a double-
decked cag'e would be required, plus additional time and labour
for uncaging.

Besides the Cost of making roads, there must also be taken
into consideration the first cost of the tubs and the cost of
maintaining them, as well as the cost of moving them between
the coal-face and the screens. The balance of advantage had
to be struck between these three sources of cost.

1915-1916] DISCUSSIOX — THE LOGIC OF TRAMS. 233

With regard to tlie gradient, it was irregularity rather than
steepness of gradient that afi'ected the question, because in
seams of a regukir steep gradient the system of working could
be adapted to help the movement of the tubs,

Mr. Gibson had suggested nine different sizes of standard tubs,
"Was it necessary to have so many?

Mr. Myles Brown (Gateshead-upon-Tyne) wrote that his first
impression after reading the paper was that some of the state-
ments with regard to the present practice in mines were a little
rash and overdrawn. In seeking further evidence from a well-
known firm in Sheffield, who were perhaps the largest manu-
facturers of tram-wheels, etc., the information given fully sup-
ported Mr. Gibson in his contention, and, as the evidence of such
a firm was of general interest, he gave their statement of the case,
as follows : —

" We cau only confirm the assertion made by the writer of the paper in
regard to the numerous types of trams^ etc., in use throughout Great Britain.
In fact this is for us, as manufacturers, one of the greatest difficulties with
which we have to contend. No attemjit whatever seems to have been made
either to standardize the size of the wheels, the cajjacity of the trams, or the
track-gauge ; the result is that to-day we have thousands of wheel patterns,
some of which vary only 5 inch in diameter and width of tread, and even less
than this in the depth and thickness of the flange.

" There are scarcely two mines in the country using the same wheel,
and similar trouble is experienced in connexion with the track-gauge and
the pedestals, with the result that it is absolutely impossible for us to carry
stocks with any degree of certainty that we shall be able to dispose of them.
Consequently, the requirements of the collieries can only be filled on definite
orders, and from time to time our friends find themselves in very serious
difiiculty, due to the forgetfulness of the official who is responsible for seeing
that their stocks are maintained. We know that, so far as old-established
collieries are concerned, it may be a difficult matter to introduce any alteration
to the trams or track ; but we do feel that, in the opeuing-out of new collieries,
something more might be done in the direction of standai-dization, with
advantage both to the colliery-owners and to the manufacturers."

Standardization was generally accepted to stand for economic
production. Whilst the box or body of the tram did not itself
provide ground for a great saving by the adoption of a standard
design or size, yet the component parts, such as the wheels, axles,
pedestals, etc., provided a great opportunity for standardization
of design and size.

Before any attempt was made to systematize and standardize
design and size, complete information as to the types and sizes at
present in service, and the environment and conditions under

234 TRANSACTIONS THE XOllTH OF EXGLAXD IXSTITUTK. [Vol. Ixvi.

wliicli each particular tuL or tram worked, should be collected
and put in handy form for the consideration of those interested.

The present time was not opportune for carrying through any
new work which involved extensive investigations; but, in case
the suggestion might in the future be of service, the proposal was
put forward for the formation of a strong representative
standardization committee, the members of which should consist
of delegates both of mining and mechanical engineers and of
manufacturers. The work of this main committee would be to
consider the tabulated data, giving details of present-day
practice, and then to direct the work of standardization.
The collection of the tabulated practical data could be
carried through by a contributory committee, consisting
of colliery managers and engineers, who, no doubt, could readily
tabulate much useful information in regard to the size and design
of the plant which was under their supervision.

The work of these committees would pave the way for improve-
ments which would add considerably to the efficiency of the
mining industry, and aid materially in pushing forward and
defending oiir lines in the great industrial and commercial
rivalry which would doubtless become more intense immediately
the present armed conflict ceased.

Standardization would eventually find a much wider field. A
subject which the writer had for many years put forward for
standardization and better classification was the raw material
" coal." It was of national importance, and a reasonable

demand from the standpoint of the nation's economics that all
coal should be consumed or applied to use under conditions which
produced to the industry concerned and to the nation at large
the utmost value obtainable from the coal in question. Coal
should be standardized according to its suitability (chemical and
physical) for any particular purpose or purposes.

Mr. Gibson's paper might well be the starting-point of investi-
gations which would in the near future prove a boon to the mining
industry.

Mr. A. S. Blatchford's paper on " The Influence of Incom-
bustible Substances on Coal-dust Explosions " was taken as read,
as follows : —

1915-1916.] BLATCIIFORD — -COAL-DUST EXPLOSIONS. 235

THE INFLUENCE OF INCOMBUSTIBLE SUBSTANCES
ON COAL-DUST EXPLOSIONS.

By a. S. BLATCHFORD, M.Sc.

It has been known for some years past tliat, by mixing in-
combustible solid matter with coal-dust, the inflammation of
the dust in a coal-dust-and-air explosion has been retarded. The
present experimental work, which is a development of Dr.
Bedson's previous investigations,* was undertaken to observe the
quenching- effect of different substances, to find the most efficient
of these substances, and to arrive at a possible explanation of their
preventive action.

Apparatus. — The explosions were carried out in a form of
explosions-vessel previously described, t which is a strong spheri-
cal glass vessel of a capacity of about 120 cubic inches. It is pro-
vided with three tubulures ; the upper one carries the means of .
ignition, the second serves for the introduction of the coal-
dust, whilst to the third can be attached some appliance for
ascertaining the impulse produced by the explosion. The means
used for this latter purpose was a device described by Teclu, and
employed by him in his investigation of the purity of illumina-
ting-gas.

The essential part of the apparatus consists of a pendulum
suspended from a brass frame. To the end of the pendulum is
attached a small aluminium basin, which fits lightly but well
over a brass tube, 1 inch in diameter, attached by a rubber collar
to the end of a glass tube, 15 to 16 inches long and 1^^ inches
in diameter, attached at its other end by means of a rubber collar
to the third tubulure of the explosions-vessel. The pendulum

* " Experiments Illustrative of the Inflammability of Mixtures, of Coal-dust
and Air," by Prof. P. Phillips Bedson and Mr. Henry Widdas, Tranx. Inst, M. E.,
1906, vol. xxxii., page 529; 1907, rol. xxxiv., page 91; and "Experiments
Illustrative of the Inflammability of Mixtures of Coal-dust and Air," by Prof.
P. Phillips Bedson, ibid., 1910, vol. xxxix., page 719 ; and 191 1, vol. xli. , page 235.

t Ibid., 1906, vol. xxxii., page 529.

236 TRANSACTIONS TlIK NOKTll OK i:.\(M.A\n I XSTITUTK. [V(j1. Ixvi.

moves over a graduated arc, and to it is attached a simple arrange-
ment fitted into a ratchet on the upper part of the graduated arc,
so that the penduhtm is arrested in the position to wliich it is
forced hy tlie impulse acting on the concave side of the basin.
A quenched explosion would he indicated by the stationary
position of the pendulum.

A Nernst filament, giving a temi)erature of 1,500° to 2,000°
Cent., was used as a means of ignition. Tlie filament was heated
by a Bunsen burner to a temperature sufficiently high for it to
conduct the electric current, and then introduced into tlie ex-
plosions-vessel through the upper tubulure.

Exjjei'imental.- -T\\Q coal-dusts experimented with were such
as passed through a 100-mesh sieve (10,000 holes to the square
inch), and were obtained by grinding the coals. The quenching
substances were used in as fine a state of division as possible. A
weighed quantity (1 gramme) of the mixture of quenching sub-
stance and coal-dust, mixed in known proportions, is placed in
the tubulure of the explosions-vessel, which is closed by a tightly-
fitting rubber stopper carrying- a tube connected with a com-
pressed-air supply (atniosph. + 12" to 14" Hg). The filament is
then placed in position, th'e coal is projected by the blast of air
over the glowing filament, and the impulse communicated by the
explosion is indicated by the extent to which the pendulum is
deflected. By using the same mixture and igniting it at practi-
cally the same temperature, fairly concordant results have been
obtained. About four to six separate explosions were necessary
in the case of each different mixture. The explosions were
carried out in groups of three, the filament being extinguished,
the apparatus allowed to cool, and then cleaned out between each
three. The ratio of the quenching substance to coal was varied,
and Table I. records the least percentage of quenching substance
in the mixture which prevents an explosion; Table II. records
the specific heats of the materials used; Table. III. gives the
thermochemical data; whilst Table IV. contains miscellaneous
information regarding the behaviour of the quenching materials
at high temperatures.

The quenching materials used were gypsum, dried Chance
mud, quicklime, magnesia, magnesia alba (levis), anhydrous
sodium carbonate, sodium bicarbonate, soda-crystals, Glauber

1915-191G.J

IJLATCHFORD COAL-DUST EXPLOSIOXS .

237

salts, ground shale, and boiler-aslies. The anhydrous sodium
carbonate -w as obtained by strongly heating the bicarbonate. The
boiler-aslies were ground from the ashes of a boiler fire burning
coke. The soda-crj-stals and Glauber salts were used with as
much water of crystallization as was consistent with a fine state
of division. They were obtained by making a saturated solution
of the ordinary variety in warm water, rapidly cooling the solu-
tion from a moderate temperature, drying the crystalline product,
and grinding it. The friction produced during grinding tended
to give heat, and liberated some of the water of crystallization.
A specimen of the salt as used in the experimental work was
afterwards subjected to analysis, in order to determine the pro-
portion of water of crystallization present in it.

Table I. — The Least Percentage of Quenching Material in the
Mixture which Prevents an Explosion.

Coal

Boiler-ashes ...

Quicklime

Ground sliale ...

Chance mud ...

Gypsum

Magnesia

Magnesia alba (levis)

Anhydrous sodium carbonate

Soda-crystals ...

Sodium bicarbonate ...

Glauber salts ...

Quicklime ...

Chance mud

Gypsum

Magnesia

Magnesia alba (levis)

Anliydrous sodium carbonate

Soda-crystals (5H„0)

Sodium bicarbonate

Glauber salts (6H,0)

58-60

42-44

38-40

30-33

29-30

39-40

33-35

26-28

28-30

25-26

32-33

17-19

2223

12-13

10 +

10-

9 +

9-10

7 -

JE Materials

Used.

019

0-22

0-24

0-23

0-26--

0-27

0-35

0-30

0-34

CaCOj

€aSO,

2H.0

Na.CO,, 5H,0
Na^SO^, 6H.0
2NaHC0,

Table III. — Thermochemical Data.

Eequires 4252 K for gramme-molecule decomposition.
Requires 4-84 K to drive off 2H,0 per gramme-mole-
cule.
Requires 12-364 K to become anhydrous.
Requires 11-52 K to become anliydrous.
Requires SOTS K to become sodium carbonate.
K = 1,000 calories.

238 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

Table IV. — Miscellaneous Information Regarding the Behaviour of
Quenching Materials at High Temperatures.

Gypsum Loses 2H.0 at 120°-130° Cent., becoming anhydrous.

Ca(X)3 Commences to decomiDose at 550° Cent.

MgO Melts at 2,250° Cent, (no decomijosition).

Lime Melts at JL,900° Cent, (no decomposition).

Magnesia alba Converted to magnesium carbonate by 200° Cent.,
(levis) afterwards decomposes, giving off CO,.

NaHCOj At a dull-red heat is converted to Na2C03.

Na.COj Melts at 1,098° Cent, (no decomposition).

NaXOj, lOH.O... Loses 5 molecules at 12-5° Cent.

Loses 9 molecules at 38° Cent.

Becomes anhydrous at 87° Cent.

Na^SO^ xHO ... Loses all its water of crystallization by 100° Cent.

N-a,S0/ ... ... Melts at 863° Cent.

Influence of Carbon Dioxide derived from Decomposition of a
Quench. — Both calcium and magnesium carbonates are de-
composed by heat (under the experimental temperature), with
liberation of carbon dioxide, yet the critical percentages of these
carbonates are greater than that of sodium carbonate, which may
fuse but is not decomposed (except to a negligible extent by the
carbonaceous matter present). Although the Second Report of the
Royal Commission on Explosions in Mines suggests that carbon
dioxide may be a determining factor in the quenching of an
explosion, it is suggested from this experimental work that the
liberation of carbon dioxide from a quench has but small
influence on the explosive character of a mixture. Sodium bicar-
bonate gives a low critical percentage and is decomposed by
heat, yielding the carbonate (2NaHC03 = C03 + Na2C03 + H20),
with liberation of carbon dioxide. The temperature of the de-
composition is comparable with that of the decomposition of
calcium carbonate; but a possible explanation — ^other than the
carbon-dioxide hypothesis — of the much greater efficiency of
vsodium bicarbonate will be given below. A comparison of
calcium carbonate and gypsum will show that, so far as decom-
position with liberation of an incombustible gas is concerned,
water (as steam) is more effective than carbon dioxide (44 per
cent. CO3 in calcium carbonate; 209 per cent. HoO in CaS04,
2H2O).

Influence of a Quenching Material from Specific-heat Con-
siderations.— A direct comparison of the action of quicklime and
magnesia will show that the difference between the behaviour

1915-1916.] BLATCIIFORD COAL-DI'ST EXPLOSIOXS. 239

of these compounds is explained most satisfactorily on the hypo-
thesis that the specific heat of the quenching substance is the
important factor in its efficiency. A comparison of the action
of sodium bicarbonate (7 per cent.) and that of anhydrous sodium
carbonate (12 per cent.) also supports the specific-heat hypothesis
— assuming that the carbon-dioxide production has little effect.
On the basis of efficiency due to carbon-dioxide liberation,
calcium carbonate (yielding 44 per cent, of its weight as carbon
dioxide) would be almost an ideal quenching substance.

Influence of Water of Crystallization. — The hydrated sodium
carbonate has greater specific heat than the anhydrous variety ;
but the greater efficiency of the soda-crystals may be due to the
water liberated by dehydration during the rise of temperature.
In experiments with one coal, mixtures of (a) 85 per cent, of coal
and 15 per cent, of anhydrous carbonate, and (b) 89 per cent, of
coal and 11 per cent, of soda-crystals, are incombustible. The
11-per-cent. soda-crystals are resolved into 6 per cent, of sodium
carbonate and 5 per cent, of water-vapour. These soda-crystals
contain 46 p?r cent, of water of crystallization. It is evident that
there may be some preventive action in the liberated water-
vapour.

Increase of specific heat accompanies increase of the number
of molecules of water of crystallization, so that it is necessary to
determine which is the essential factor — the ^specific heat or the
water. The experiments with sodium bicarbonate show that it is
as efficient as Glauber salts. The bicarbonate remains stable up
to about 600° Cent, (specific heat, 0-30), whilst the Glauber salt
has a specific heat of 0-34, which falls at 100° Cent, to 0-24.
From a comparison of the properties of these two compounds, it
is suggested that specific heat is the factor which determines
efficiency, and that water of crystallization is to be considered
mainly in that it gives an increase in specific heat to hydrated
compounds above the anhydrous compounds from which they are
derived. The soda-crystals contained 46 per cent, of water of
crystallization; the Glauber salts, 43 per cent.; yet the latter
substance is- slightly more efficient than the former (8 per cent,
and 10 per cent, respectively). The specific heat of the hydrated
varieties are about the same (0-35 and 0-34), that of anhydrous
sodium sulphate 024, and that of anhydrous sodium carbonate

240 TRANSACTIONS TJIK NORTH OF KNGLAXD IXSTITITE. [Vol. Ixvi.

0-27. The specific-lieat hypothesis seems, therefore, to break
down ; but it is suggested that during tlie rise of temperature to
the firing-point the sodium sulphate remains hydrated for a
longer time than the sodium carbonate, and then the influence of
tlie high specific heat of the hydrated Glauber salts is noticed.

Infiuencc of the Htat of Riactiun. — In reviewing the conclu-
sions, it is of interest to note the range of temperature during
which the Cjuenching action seems to take place. In the case of
one coal the effect of 28 per cent, of magnesia is equal to the effect
of 8 per cent, of Glauber salts. After losing water of crystal-
lization by 100° Cent., Glauber salt has a specific heat of
0'24. Neglecting for the moment the heat effect during the rise
to dehydration temperature of Glauber salts from 100° to 800°
Cent, (about the firing temperature of the coal), we have two
mixtures behaving alike, namely: —

(o) 28 parts of magnesia of specific heat 0-23, and 72 parts of coal of specific

heat 0-24.
(b) 4 parts of anhydrous sodium sulphate of specific heat 0-24, and 92 parts

of coal of specific heat 0'24.
The specific heat of coal may be taken as about 0'24.

The suggestion arises t-liat tlie heat-absorption from 0° to 100°
Cent, (that is, during the dehydration of the Glauber salts) is
a most effective factor in determining the low percentage of this
material as a quenching substance.

The heat of reaction is of the same order of magnitude as the
heat absorbed by specific heat requirements: —

250 grammes Na.^SO^, 6H^0 require 11'52 K for dehydration.
100 ,, Na.,S0„6H,0 require 4-61 K for dehydration.

100 ,, Na„SOj, 6H,0 require 35 K for a rise through 100° Cent.

100 ,, Na.^S04 anhydrous require 2-4 K for a rise through 100° Cent.

56 ,, Na.^S04 anhydrous require 14 K for a rise through 100° Cent.

The specific-heat hypothesis now modifies itself into one of
'• heat absorption," in which both (1) heat required for decom-
position, and (2) heat required for rise in temperature, are to be
taken into account.

The heat required thermochemically by the soda-crystals is
also notable : —

100 grammes Na.^COg, 5H.0 require 6'3 K for dehydration.
100 ,, Na^COj, 5H^0 require 3-55 K for a rise through 100° Cent.

53 ,, Na.,C03 require 143 K for a rise through 100° Cent.

1915-1916.]

nLATClIFORD COAL-DUST EXPLOSIONS.

241

Tlie efl'ect of a quencli is probably due to the rate — as implied
in the couception of specific heat — of heat-absorption over a
particular range of temperature, and depends not merely so much
upon the total heat effect.

The fact of there being an explosion of a dust — as well as the
force produced by an explosion — would depend partly on the
velocity of the rise of temperature ; a quenching material would
be most efficient wlien it prevents a rapid rise of temperature by
large heat-absorption comparatively early in the rise of tempera-
ture— say in the rise
from 0 to 100 degrees
if the coal fired at
800° Cent.

Chance mud re-
quires heat for heat
of reaction, but not
until 550° Cent.,
which is too near the
explosion tempera-
ture of the coal : for,
by the time that this
point has been
reached, the velocity
of the rising tempera-
ture is too great for
the thermo-chemical
effect of the decompo-
ing calcium carbon-
ate to be of much
value. A reaction
involving liberation
in quenching the

0-35

0-33

0-31

0-29

0-27

0-25

0-23

0-21

0-19

''NasC
NagSO

03.- 5h
4,-6H2(

NiaHCO

2CO3

\
\

xMgC

OgAlba

xC.

1SO4, 2

H2O

^CaCO

\(3aO
— Vu

10 20
CRITICAL

30 40 50
PERCENTAGES.

Fig. 1. — Curve showinc; the Relation Between
THE Specific Heats and the Critical Per-
centages FOR ONE OF the CoALS TeSTED.

of carbon dioxide may be of use
explosive character of a dust if the
carbon dioxide is all given off by 200° Cent. From 130° Cent,
upwards anhydrous calcium sulphate (specific heat, 020) is
apparently more efficient than Chance mud (calcium carbonate;
specific heat, 0'25), thus supporting the suggestion of the action
of a quench taking place during the first 200 degrees of rise.

It may be suggested that the action of solids which liberate
a large percentage of water of crystallization is due to the me-
chanical eft'ect of tlie free gases blowing the dust awaj' from the

242 TEANSACTIONS THE NORTH OF EXGLANU IXSTITLTK. [Vol. Ixvi.

igniting medium and keeping the coal out of the sphere of action.
Reference to the properties of sodium bicarbonate and its effi-
ciency will meet this objection; moreover, if the effect were
mechanical, still smaller percentages of quenching materials
would probably be required.

No experiments were carried out with incombustible or com-
bustible gases in the apparatus ; but, presumably, this could be
accomplished by mixing the gases to be applied with the blast of
air blowing the dust over the igniting medium. Nothing is said

0-35

0-33

0-31

0-29

0-27

0-25

0-23

0-21

0-19

NaQCOg,- 5H2O

N^2S04,-3H20

HCO.

\ l^asCOs

MgiDOaAlba

,«CaS04, 2H^O

CaOOa

at present with regard
to the difference be-
tween the coals.

The figures given
in the paper are only
approximate, and
must not be taken as
exact.

The curve (Fig. 1)
shows the relation be-
tween the specific
heat and the critical
percentages for one
of the coals. The
hydrated quenches
all lie on the same
side of the curve, but
off it in such a way
that their critical
percentages would be
much smaller if these
bodies retained their
original compositions and specific heats over a long range of tem-
perature. No correction is here introduced in the curve for
thermochemical heat-absorption; and this may explain the
anomalous position of the hydrated quenches, or their anomalous
position may be due to an overestimate of the specific-heat effect
of added water.

Supplement (Fig. 2).— Lime was found to be one of the least
effective of the quenching substances, and. the supplementary
table shows the values calculated (in lime as a unit) for the rela-

CaO

0-2 0-4 0-6 0-8 1-0
CRITICAL PERCENTAGES.
Fig. 2.— Curve showing the Relation, fob one
OF THE Coals tested, Between the Specific
Heats and the Critical Percentages rased
on Lime as a Unit.

1915-1916. ] DISCUSSIOIN- — COAL-DUST

EXPLOSIONS.

243

tive weights of materials requi

red, the lime unit being,

of course,

different for tlie different coal

s: — ■

Coal

Boiler-ashes

1-32

1-22

1-18

117

Quicklime

100

1-00

100

Ground shale ...

0-75

0-72

0-71

0-69

Chance mud ...

0-66

0-58

0-56

0-54

Gypsvim

0-5

0-45

0-46

0-44

Magnesia

0-42

0-47

0-44

0-39

-Magnesia alba (levis)

0-J8

0-27

0-23

Anhydrous sodium carbonate

0156

0-15

0-19

0-14

Soda-crystals...

0-105

0 091

0-10

0-07

Sodium bicarbonate ...

Oil

0-13

0-10

Glauber salts ...

0-09

0 087

0-10

0-07

Proportion of coal ...

1-00

1-22

1-32

0-82

Mr. A. S. Blatchford (Armstrong College, Newcastle-upon-
Tyne) said that he would like to preface his paper with two
observations — first, that the paper was mostly of theoretical
interest, and it was now left to the practical engineers to co-
operate with the Universities in applying the underlying principle
as explained in the paper ; secondly, three-fourths of the work had
been done before the war commenced, but, owing to the great
difficulty of completion, it had not been possible to put the
results before the Institute earlier. The original idea emanated
from some remarks made by Prof. Louis, to whom he was
indebted, and also to Prof. Bedson for his valuable help.

Prof. P. Phiillips Bedsox (Armstrong* College, Newcastle-
upon-Tyne) wrote that he was much interested in Mr. Blatch-
ford's careful examination of the conditions which determined
the action of different substances that could be employed as pre-
ventive agencies in coal-dust-and-air explosions. It was very
evident that the mode of action of these " quenches " was by no
means a simple matter, and the facts brought forward showed
that chemical decomposition of the quench by heat was quite a
subordinate influence, if an influence at all. It would appear
that the action was physical rather than chemical.

Mr. T. W, D. Gregory (Central School of Science and Tech-
nology, Stoke-on-Trent) wrote that the author had stated that
" the eff'ect of a quench is probably due to the rate ... of heat-
absorption over a particular range of temperature, and depends

244 TRAXSACTK^NS -TlIK XORTIl OV KXliLAXI) IXSTITITK. [Vol. Ixvi.

not merely so juucli upon tlie total lieat effect ; " and, again,
that " a quencliing material would be most efficient when it pre-
vents a rapid rise of temperature by large beat-absorption
comparatively earlv in the rise of temperature — say in the rise
from 0 to 100 degrees if the coal fired at 800° Cent." It wOuld
appear from the various tables given in the paper, or from
calculations made from the figures, that if 100 grammes of each
of the following substances be taken, namely, gypsum, anhydrous
sodium carbonate, soda-crystals, sodium bicarbonate, and Glauber
salts, and an initial rise in temperature of 200° Cent, be assumed,
also the maximum specific heat to obtain in each case throughout
the rise, and intermolecular change being ignored — the amount
of heat absorbed would be as under : —

A.
Gypsum .. ... ... ... ... ... ... 4*8 K.

Anhydrous sodium carbonate
Soda-crystals
Sodium bicarbonate
Glauber salts

5-4 K.
7 0 K.

6-0 K.
6-8 K.

In several of these substances, however, intermolecular
changes were taking place, which required heat just as much as
heat was necessary to bring about a rise in temperature. For 100
grammes of each substance before mentioned, the measure of this
heat — the same range of rise of temperature being assumed —
would be as follows : —

Gypsum 281 K.

Anhydrous sodium carbonate ... ... ... ... Nil.

Soda-crystals ... ... ... ... 6'31 K.

Sodium bicarbonate ... ... ... ... ... Nil.

Glauber salts ■ ... ... ... ... ... ... 4"61 K.

The remarks already quoted from the paper showed that these
figures must be material in estimating the heat absorbed in the
early stages of the rise of temperature. For example, the heat
absorbed by equal weights of soda-crystals and sodium bicarbon-
ate (taking the sum of Tables A and B) were respectively 13-31 K.
and 60 K., and yet it would be found from the author's Table I.
that the sodium bicarbonate was the more efficacious. Again,
gypsum (weight for weight with anhydrous sodium carbonate)
absorbed 7' 61 K, compared with 5'4 K, and yet the experimental
data adduced showed that the anhydrous sodium carbonate was

1915-1916.] DISCUSSION COAL-DUST EXPLOSIONS. 245

very considerably the superior deterrent. Without going fur-
ther, it woukl appear that the conclusions arrived at by the
author with regard to the value of the specific-heat factor were
anything but proved.

He (Mr. Gregory) would, moreover, like to mention a point
which appeared to have been overlooked. In the case of those
substances which contained combined water, the heat of dehy-
dration did not include the heat necessary to vaporize the water
separated, that was, the latent heat. Before the temperature
could pass beyond the boiling-point, each gramme of water
separated must be converted into steam, and this required per
gramme of water at 100° Cent. OSST K.

Calculations for the substances already mentioned showed that
the following additional amounts of heat must be absorbed by
the 100 grammes of each within the range of temperature dealt
with : —

Gypsum 11-22 K.

Anhydrous sodium carbonate .... ... Nil.

Soda-crystals ... ... ... ... 24"65 K.

Sodium bicarbonate ... ... ... Nil. (Not decomposed

within range taken).

Glauber salts 23-2 K.

Summarizing the various absorptions of heat for these
substances, the following figures were arrived at : —

A. B. C. Total heat.
K.

Gypsum (CaSO,, 2H,0) 4-8 281 11-22 lS-83

Anhydrous sodium carbonate (Na2C03) 5 "4 — — 5 '4

Soda-crystals (Na^COj, SHjO) T'O 6-31 24-65 37-96

Sodium bicarbonate (NaHL'Og) ... 6-0 — — 6-0

Glauber salts (Na.,SO„ 6H2O) 6-S 4-61 23-2 34-61

Since anhydrous sodium carbonate and sodium bicarbonate
required relatively such small amounts of heat to raise their
temperatures in the initial stages, it was certainly curious that
they should occupy so favourable a position in Table I. A
probable explanation was that the last four substances in Table I.
— the most effective deterrents by some considerable margin —
all fused at temperatures which under the conditions of the
experiment would be quickly reached. It was conceivable,
therefore, that coal-particles when mixed with these substances
became coated with a film of non-combustible liqitid which pre-

246 TRANSACTIONS — THE XOKTII OF EXCiLAXJ) INSTITUTE. [Vol. Ixvi.

vented or retarded coiubustiou. The other substances in the
list, liowever, would remain solid at the temperatures reached,
and consequently hinder hut little the process of combustion.

He had for some years advocated the use of potash alum as a
deterrent ; for many reasons he considered it more suitable than
any other substance. It contained large quantities of combined
water, which, unlike many other substances, such as soda-
crystals, it could retain for long periods at the ordinary mine
temperature. It absorbed large quantities of heat, owing to the
fact that heat was required to dehydrate the substance, as well as
to vaporize the water liberated. It also became liquid on heat-
ing, and tended to coat or film the substance in contact with it.

Mr. J. D. Morgan" (Birmingham) wrote that the results con-
firmed what had hitherto been more or less generally believed,
but had not, so far as he knew, been established by a systematic
investigation, namely, that, apart from considerations of cost
and convenience, the usefulness of an inert dust in diminish-
ing or preventing a combustible dust explosion depended upon
its capacity for heat and the rate at which heat could be absorbed
by it. Excepting decomposible inert dusts, those properties
depended upon specific heat and conductivity. The value of
the paper would, in his opinion, be increased if the thermal
conductivities of the materials mentioned could be given. He
could scarcely agree with the author in his statement that the
rate of heat-absorption was implied in the conception of specific
heat. Rate belong-ed rather to conductivity. In the case of
decomposible compounds, the effects of specific heat and con-
ductivity were supplemented by, if not subordinated to, the
heat-absorption in the process of decomposition. Expressed in
general terms, the usefulness of the inert material depended
upon its rate of and capacity for heat-absorption, a fact which
was abundantly supported by the evidence adduced in the
paper. It was interesting to see laid low the old fallacy con-
cerning materials which gave off carbon dioxide when decom-
posed by heat. One still heard or saw repeated the statement
that a dust capable of givi'ng off that gas should be very effective
in quenching a dust explosion. A little consideration was suffi-
cient to show how slight was the justification for the belief.
The carbon dioxide thus formed was practically a bye-product of
the explosion, and consequently could not have any more

1915-1916.] ])ISCrSSIOX (OAL-Dl'ST EXPLOSIONS. 247

queiicliiug effect than the carbon dioxide ordinarily produced
in a coal-gas or dust-explosion.

It would be useful to have in Table I. the figures obtained in
the tests on calcium carbonate, and he was sure that it would be
worth while to add to the paper the figures or curves sbowing
the effect on the exi)losibility of each or all of the coal-dusts of
different quantities of the inert dusts employed.

Prof. Hex^ry Louis (Armstrong College, Xewcastle-upon-
Tyne) said they were very much indebted to Mr. Blatchford
for the patience that he had shown in working out this very
interesting branch of the subject, which certainly threw much
light on the use of various substances in quenching explosions.
Mr. Blatchford was quite right in remarking that the original
idea of those investigations sprang from some remarks that he
(Prof. Louis) had made when discussing papers by Mr. AV. C.
Blackett and Mr. R. Clive, in which he*. compared the effect from
the theoretical point of view of boiler-ashes and ground shale —
from the point of view of their respective specific heats and of
the heat absorbed by dehydration. He then predicted that any
bodies that were capable of giving off moisture at a low tem-
perature, and thus capable of absorbing a good deal of heat,
would be better quenchers than anhydrous substances like
boiler-ashes or sand. It was a matter of great gratification to
him that these theoretical conclusions had now been proved by
practical experiments to be correct.

The explanation of the figures given by Mr. Blatchford was
not very simple, and he (Prof. Louis) ventured to think that Mr.
lilatchford had overlooked one of the conditions which probably
might explain some of the anomalies in his tables, namely, the
degree of fine division of the particles, which might account for
the puzzling fact that magnesia was a much more efficient
quencher than quicklime. He would like to know whether the
dimensions of these particles could not be determined. It was
quite obvious that their quenching- effect must be a function of
their size. The heat was absorbed from the surface, and
obviously the smaller the particle was, the greater would be the
proportion which the surface bore to the mass of the particle, so
that the fineness of division played an important part from that

* Trans. Inst. M. K, 1913, vol. xlv., page 318 ; and 1914, vol. xlvii., page 404.

VOL. LXVI.-l915-l'.ili: 18 E

248 TRANSACTIONS — THE NORTH OV ENGLAND INSTITUTE. [Vol. Ixvi.

point of view. They were very much indebted to Mr. Blatchford
and Prof. Bedson for havinp- done this work and given them thi-s
further addition to tlie lengthy series of seientific data Avliifdi the
laboratories of Armstrong College had been able to furnish to
the Institute.

The President (Mr. T. Y. Greener), in seconding the vote
of thanks, said that he would like to know, from the point of
A-iew of the practical engineer, what these figures meant. Was
he correct in thinking that the experiments showed that Glauber
salts was the best quencher, and that, as compared with boiler-
ashes,' for instance, the proportion in volume which would be
necessary would be as O09 to 1'82 ?

Mr. Blatchford replied that the figures represented the
proportions by weight.

The President said that obviously went to .show that, if it
were possible to use Glauber salts, the quantity which would
have to be used to make a mine immune from explosion would
be very much smaller than in the case of boiler-ashes; but one
would have to consider the relative costs of the two substances,
and whether it would be worth while to go to the expense of
purchasing- Glauber salts, or to use stone-dust, which might be
had for nothing.

Mr. William Severs (Beamish) said there was no doubt that
the paper did give them some idea of the relative quenching
properties of the different substances, but he did not think that
the conditions were th'e same as those that obtained in the pit.
He understood that Mr. Blatchford had introduced into his ex-
perimentation vessel a certain amount of coal-dust, together with
a certain amount of quenchers, and these had been mixed together
in certain proportions. In the pit the conditions were, however,
quite different. They had roads dusted with a quencher — say,
boiler-ashes, or flue-dust as they called it — then they had a
deposit of fine coal-dust on the top of that, and probably they
had in a week or two to redust the whole road, and by and by
they got the whole place dusted, three, four, five, or six times
with one layer on top of the other. The whole of this stuff was

1915-1916.] niscrssiox — coal-dust explosions. 249

lying- then in a condition of rest on the floor and the sides of the
naileries of the mine. They might have an explosion after that,
but that explosion might probably be due to the fine dust in
the pit having' been mixed up with the air and having' set up
certain conditions that were conducive to an explosion. If there
were an explosion, the blast might come out-bye, but which-
ever way it went it raised the whole of this dust, so that the
conditions prevailing M^ere quite different in such circumstances
from the conditions prevailing in the tests made by jMt. Blatch-
ford; in fact, there was no comparison between the two. Coal-
dust had a specific gravity of 1'25, but shale-dust would not
rise with the same rapidity as coal-dust ; con.sequently all the
coal-dust was raised in the air, and this was conducive to an
explosion. He thought that Mr. Blatchford should endeavour
to make his conditions similar to those obtaining in an ordinary
pit. and then let the members know the results.

It seemed to him (Mr. Severs) almost impossible to use
Glauber salts, owing to the expense, but they were glad to
employ fiue-dust, which they could not get rid of otherwise,
and to take it down the pit to be used as a quencher by dusting
it along the roads and galleries. They had not only to take into
consideration the relative values of the quenchers, but their cost.

Mr. A. S. Blatchford, replying to tlie discussion, wrote that
the quenching action of the non-combustible materials was com-
plex; and the members who had contributed to the discussion
agreed fairly well that the explanation was to be looked for in
the physical ratlier than in the chemical properties of the quench-
ing materials.

Mr. J. I). Morgan had suggested that the heat conductivity
miglit possibly be of importance, and had ask'ed for the inclusion
of the conductivity values of the materials used. It was difficult
to obtain reliable information regarding these values, but the
figures which were known indicated that the differences in con-
ductivity were not large enough to correspond with differences
in quenching effect. The heat required to raise the temperature
of 1 cubic centimetre of gj-jisum 1 degree was about ISO times the
heat conducted across a cubic centimetre between faces differing
in temperature by 1 degree. If the rapidity of the explosion
and the relative smallness of the conductivities of compounds

250 TRANSACTIONS THE XOKTII OF EX(;[.AX1) INSTITUTE. [Vol. Ixvi.

were borne in in hid . diffeieiices in preventive action due to dittei-
ences in conductivity nii<ilit be taken as small in coni])arison
with diit'erences due to heat-absorption.

Mr. T. W. D. Gregory had calculated and set forth in tables
the heat recjuired for various purposes durin<>' an initial rise of
200° Cent. In his (Mr. Blatchford's) opinion the GSl K in
Table B required by the soda-crystals to liberate the water of
crystallization was, on account of the greater part of it being
required at 38° Cent., of greater consequence than the 7*0 K,
which was approximately the heat required to raise the tempera-
ture of the same substance through 200° Cent., and to combine
these numbers in simple arithmetical addition was hardly justi-
fiable. He (Mr. Blatchford) made no attempt to combine these
heat requirements in any mathematical way — certainly not by
simple addition, as he was of the opinion that the expression
obtained would be too complex to serve any useful purpose. In
Table C the heats required to convert the liberated water into
vapour were stated. In his (Mr. Blatchford's) opinion there was
a special mechanical eifect at the boiling-point. A cubic foot of
water yielded about 1,700 cubic feet of steani. When the
particles with their water came within the influence of the ignit-
ing medium, the production of steam from a part of the water
would convey the i;articles out of the region of influence of the
igniting medium, an idea which was foreshadowed in the paper.
Moreover, the steam would contribute an atmosphere which was
incombustible and a non-supporter of combustion. He considered
that the values in Table C should be reduced to some fraction of
the present numbers, and even then the combination of A, B, and
C should not be by arithmetical addition. In Mr. Gregory's
opinion the explanation was to be found in the fusibility of
the inert substances. He had stated in Table C that sodium bi-
carbonate was not decomposed in the initial 200 degrees rise, and
had assumed that Glauber salts, soda-crystals, and gypsum
formed a fluid mixture or solution with the liberated water of
crystallization. The bicarbonate yielded less than 10 per cent,
of its weight as water above 200° Cent., and was converted into
carbonate fusing at about 1,100° Cent.; and he did not agree
with Mr. Gregory that, under the conditions of the experiment,
sodium bicarbonate and anhydrous sodium carbonate were easily
fusible or formed easily fluid mixtures. The coal-dust itself

1915-1916.] DISCUSSION^ — COAL-DrST EXPLOSIONS. 251

would fire before tlie fusion of the quench tooli place ; it was
only extreme coals that required 1,300° Cent, for a firing tem-
perature, some firing as low as 800° Cent. If the last four
substiinces in Table I. were to be regarded as easily fusible, then
gypsum, with its water of crystallization, should also be so
regarded, and, according to this point of view, gypsum should be
a much better deterrent than the results indicated. Mr. Gregory
considered it possible for the coal-particles to become coated Tvith
a film of non-combustible fluid. It was hardly conceivable that
5 grammes of water would form very protective films for the
particles of 5 grammes of dehydrated salt and 90 grammes of
coal. He (Mr. Blatchford) could quite see that films had a pro-
tective value, if there was enough fluid to provide a sufficient
thickness of film, but in the experiments under consideration
the protectivehess of any films produced was, he thought, of
small importance.

Mr. Severs had stated that the initial arrangement in layers
of coal-dust and flue-dust in the roads of the mine was destroyed
when the dust was raised by the blast, whichever way it went ;
therefore it hardly mattered whether the initial arrangement
was one of layers or one of an intimate mixture. In the
apparatus when the mixture was projected into the explosions-
vessel the particles would arrange themselves in the air some-
what according to their specific gravities, or rather according to
their buoyancies, and this Mr. Severs supposed also to happen
in the galleries. The conditions in the apparatus and in the
gallery with regard to the raised dust were not so incomparable
as Mr. Severs thought.

In reply to Prof. Louis, he (Mr. Blatchford) wished to say
that every care was taken to obtain and use the materials in
as fine a state of division as possible. No measurements of the
sizes of the particles were made. Further experimental work
would solve the problem raised, but he was of opinion that
alterations in the relative proportions of the figures in Table I.
would be slight.

He (Mr. Blatchford) had rigidly avoided economic considera-
tions and questions of cost.

VOL. LIVI.-lOlMfllB. 19 E

252 TRANSACTIOJS'S — THE NORTH OF E.NGJ.A.XD INSTITUTE. [Vol. Ixvi.

THE NORTH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastle-upon-Tyne,

June 3rd, 1916.

Prof. HENRY LOUIS, Vice-President, in the Chair.

The StECRETARY read the minutes of the last General Meetings,
and reported the proceedings of the Council at their meetings on
May 20th and that day.

The following- gentlemen were elected, having been previously

nominated : —

Member —
Lieut. -Colonel William Henry Ritson, V.D., Colliery Owner, Springwell
Hall, Durham.

Associate —
Mr. John Stoker, Colliery Under-manager, 1, Office Street, Wheatley Hill»
County Durham.

Subscribers -
The Hardy Patent Pick Company, Limited, Heeley, Sheffield.

DISCUSSION OF MR. SAMUEL DEAN'S PAPER ON
"MODERN AMERICAN COAL-MINING METHODS,
WITH SOME COMPARISONS."*

Mr. Samuel Dean (Delagua, Colorado, U.S.A.) wrote that, in
taking the photograph for Fig. 3 (page 345), he had not selected
an abnormal place, and he could, if necessary, have a dozen or
m^ore photographs taken showing timbered machine-faces.

* Trans. Inst. M. E., 1915, vol. 1., pages 179 and 388; and 1916, vol. li.>
pages 35 and 340.

1915-1916.] DISCUSSION' — AMERICAX COAL-MIXING METHODS. 253

At least 75 per cent, of the shortwall machines in use were
moved between the working-places by the aid of the trailing-
cable, and not through power derived from a bare trolley-wire.
If novices understood that machines could be moved by means of
an insulated cable, then general managers or agents should know
that they could be moved quickly by that method if the mine-
workings were so planned as to facilitate quick movement.

Mr. Hare had not described how his " failure " machine was
moved, nor had he described the machine except to say that it
was a bord-and-pillar or heading machine, and a heading
machine might be the old-fashioned breast machine. It would
appear desirable to settle one controversy at a time, and therefore
he would suggest that the thick seams in Great Britain where
the pitches were not heavy might be dealt with, and their out-
puts compared with similar seams in America where electricity
was not used for coal-cutting. Mr. Hare had not given a plan
or any data relating to the workings where the machine was an
absolute failure, nor had the American operator made any state-
ment.

The writer wished it to be understood that he had not
intended to infer that British mining engineers were lacking in
skill, as Mr. Greener appeared to suggest. He hoped that the
members would make for themselves an interesting comparison
of the statements of Mr. Hare, Mr. Tate, and Mr. Halbaum, and
he asked them to decide to what conclusion an unbiassed investi-
gator would come after studying those remarks.

Later on, he would be prepared to go into the question of out-
put in thin seams with difficult pitches and bad roofs. Such
seams were being worked in America ; he knew of one seam 4^
feet thick, pitching 38 degrees, which was being worked on the
longwall-panel method, where the output per man at the face
was 7*43 long tons per shift of 8 hours, and coal-cutting
machines were not used. The roof was very bad, and had to be
timbered with collars and legs right up to the face. Airways
had to be driven in the rock, as they would not stand in the coal.

He had referred to Bentley Colliery because the co^l there
was as easy to break down as many seams that were undermined
by machines, and there was no necessity to use electricity in a
mine of that description to increase the output per man.

254 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

DISCUSSION OF ME. HIRAM H. HIIISCH'S PAPER ON
" THE HIRSCH PORTABLE ELECTRIC LAMP."*

Mr. Hiram H. Hirscii (Philadelphia, U.S.A.), in reply to
Mr. Percy L. Wood, wrote that he was quite confident that upon
investig-ation it would be found that his lamp was the first port-
able battery cap-lamp for use in mines, the first outfit of which
was installed and successfully operated about seven years ago;
since then it had been developed and improved upon, in order
to give absolute satisfaction with regard to efficiency, practic-
ability, and durability. The lamps were in use in many of the
largest coal-mines in the United States of America.

As to the capacity of tlie lamps for withstanding abuse, the
Pittsburgh Bufialo Company, the North-AYestern Improvement
Company, the Franklin Coal & Coke Company, the Pennsylvania
Coal & Coke Corporation, the Woodward Iron Company, the
Lehigh Coal & Navigation Company, and the Reading Coal &
Iron Company, wlio had large installations of these lamps, all
testified as to their strength and durability.

He quite appreciated the fact that an increase in the size of
the battery would result in a lamp of higher efiiciency, and give
greater illumination : this was very easily accomplished by in-
creasing the size and weight of the battery, say, 25 or 50 per
cent. , which would permit of the use of a lamp of higher candle-
power. Amongst the advantages of the cap-lamp might be
mentioned the fact that the user had the free use of his hands :
the lig*ht was thrown wherever he turned his head, so that he
always had the light in front of him.

DISCUSSION OF MR. JOHN GIBSON'S PAPER ON "THE
LOGIC OF TRAMS. "t

Mr. I. C. Parfitt (Jerome, Pennsylvania, U.S.A.) wrote
that he heartily agreed with and commended the conclusions
arrived at by Mr. Gibson with regard to , standardization,
although he differed from him as to the particular features of
the tram that required standardization so as to render it capable
of national adoption.

In the United States the subject of " trams " seemed to have
received more attention in regard to their construction and

• Trans. Inst. M. E., 1916, vol. li., pages 61 and 350.
t Ihid., 1916, vol. li., pages 72 and 350.

1915-1916.] DISCUSSION — THE LOGIC OF TRAMS. 255

the reduction of friction than to standardization either with
respect to the dimensions of the body of the car or of the wheel
base. The tendency in the United States had been to adopt the
maximum of carrying- capacity under any and all conditions, as
he (Mr. Parfitt) had endeavoured to show in his remarks on Mr.
Samuel Dean's paper.* This tendency was caused by the almost
universal adoption of the electric system of haulage, which, for
its successful economic operation, required strength in construc-
tion of the rolling-stock, and this could be more easily attained
in trams of large than in those of small capacity when the cost of
construction formed an important factor, as it necessarily did.

There was, however, one vital objection to the use of
maximum-sized trams in electric haulage, namely, the limita-
tion in speed and size of trips produced by the gradients of the
haulage-roads, the present general construction of mine electric
motors being such as to give a maximum of efficiency for power
consumed on gTadients varying from a dead level to one not
exceeding 3 per cent, against the loads. An attempt had been
made to operate successfully the electric locomotive on heavy
grades by the introduction of what was known as the " rack-
rail " motor, in which a sprocket-wheel, situated in the middle of
the machine, acted upon a sprocket-rail laid in the middle of the
track, thus enabling the machine to climb heavy grades regard-
less of frictional resistance. This machine, however, had not,
as yet, come into general use.

The use of cars of large capacity, with their necessarily cor-
responding weight, had imposed an increased burden of labour
upon the miner where the cars had to be man-handled in rooms
opened on an ascending grade that amounted to practically 50
per cent, of the labour required in blasting and loading the coal.
Where the grade dipped to the working-face, the motors, being
equipped with reel ropes, could haul the loads to the entry.
Animal haulage was sometimes employed to overcome the former
condition, but the use of animals in conjunction with electricity
was not to be recommended.

It would be presumptuous on his part to attempt to criticize
adversely Mr. Gibson's paper, as the geological formation of the
coal-seams and the methods of extraction were so widely differ-
ent in the two countries as to present no particular feature in

* Trans. Inst. M. E., 1915, vol. 1., page 395.

256 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

common ; hence comparisons in general, or in any one particular,
would be as irrelevant as tliey would be injudicious, as he had
no knowledge of English mining conditions and methods beyond
that derived from reading and from hearsay. Any comments and
suggestions that he offered in the present remarks might be
regarded as more applicable to the conditions and methods pre-
vailing in the United States than to those in Great Britain,
except, perhaps, such as were of so general a character that they
might be of general application.

It appeared to him that the standardization of trams under
conditions such as he was informed existed in Great Britain,
where several seams of coal were developed from the same shaft,
the seams differing materially in height and in the composition
of the contiguous strata, would result in all the advantages and
benefits claimed by Mr. Gibson.

Mr. Gibson had made certain statements relative to the deter-
minating factors in the size of trams that were of so general and
application that they might be regarded as universal, and, as
such, he would take the liberty of commenting upon them.

Mining engineers and managers were neither harassed nor
embarrassed in the United States by such a variety of nomencla-
ture in mining terms as existed in Great Britain. The mining
community in America consisted of so heterogeneous a com-
position of all nationalities that a common nomenclature had been
made necessary by the very existence of this composite character.
A " tram " in the United States was familiarly characterized by
the name of "car" or "mine-car." The adjunct in the latter
name was a distinctive appellation, so as to distinguish between
the inside and outside rolling-stock : the latter was commonly
designated as "steels" or "flats," the one term designating the
composition and the other the form. The parallel steel lines on
which the cars ran were known as the "track," and the bed on
which the track was laid was known as the " road." Sleepers
were known as " ties," and the term had a distinctive signifi-
cance, since they were the implements by which the rails were
bound or tied together and supported and maintained at the
specified distance (gauge) apart.

Under the section " What Governs the Size of the Tram " it
was stated that (other considerations apart) the greater the dis-
tance was the larger the tram should be. This was theoretically.

1915-1916.] DISCUSSIOM" THE LOGIC OF TRAMS. 257

incontrovertible aside from the parenthetical expression. If
the distance or length of roadway over which the tram was to be
man-handled was regarded as a factor in the size, then the size
would be definite. In most mines and collieries this distance
was fixed, in room-and-pillar work, by the length of the rooms
and the distances between cut-throughs on entries, since this was
the distance through which cars had generally to be man-
handled ; and he supposed that in longwall work the advancing
faces would be cut oif at stated intervals by what he believed were
known as "cross-gates." If the distance over which the tram
was to be hauled from the point of delivery at the main haul were
taken as the factor, the size of the car would then, upon the pre-
ceding hypothesis, be determinable only by the greatest length
of haul.

Again, it was stated that " in thin seams a predetermined
minimum height and width of gate-road is set up by the size of
the tram." If this was the case, it appeared to him that this
was a method practically reversing that generally adopted to
determine the size of the tram. If he understood the expression
correctly, the author inferred that the size of the tram was
fixed or determined before the seam was developed to such an
extent as to reveal the conditions under which the tram was
to be used. In such a case the dimensions of the tram were not
made to conform to the natural conditions — in other words, the
natural conditions were made to conform to the arbitrary con-
ditions. Such a method was injudicious and unbusinesslike. It
was easier and less expensive to make arbitrary conditions con-
form to natural ones than the reverse. The height of the seam
and the nature of the contiguous strata should, within prescribed
limits in all seams, determine the cross-section of all roadways,
and the size of the roadway should determine the size of the tram.

The calculations with reference to the facility with which
trams of various weights and coefl&cients of friction could be
man-handled were a very instructive feature of the paper, and,
in determining the size of the vehicles used in the transportation
of coal underground, this was a factor to which adequate con-
sideration had not been given by operators ; in fact, the labour
involved in man-handling trams was the last factor taken into
consideration in the United States, although it was perhaps
one of the most vital features in the production of output, as

'2bS TKAX.SAC'TION.S TIIK NOHI'II OF p:N{iI,AND IXSTI'lTTE. [Vol. Ixvi.

he had already explained. Conservatism had become an indus-
trial slo<>an in the United States, and yet here was one of
the most important factors in the conservation of human
energy that was practically ignored. Man-handling in small
seams could not be eliminated, but the adoption of a system
of exploitation that would materially reduce the grades, either
in the handling of loads or empties, or, in case this was not
feasible, the installation of mechanical means as an auxiliary
power, would generally reduce so unwarrantable an expenditure
of energy, and conserve the waste for application to an in-
creased output.

With respect to the diameter of wheels on a minimum-sized
tram, he could not agree with the author that this should be a
small diameter, for tlie reason that wheels of small diameter^

either revolving^
alone or in con-
junction with
the axle, would
make a greater

number of
revolutions in
passing over a.
specified length
of track than
those of larger
diameters. For
example, a wheel
8 inches in diameter would have to revolve I5 times to cover
the same space as a 14-inch wheel would cover in 1 revolution.
Assuming that both wheels covered the same ground in the
same time, it was evident that the small wheel would have to
travel If times as fast as the larger. Since friction varied as
the squares of the respective velocities, the small wheel would
produce 3"06 times the friction of the larger, less the small
increase that might be due to the increased weight of wheel.
In addition, the small-diameter wheel would bring the base
of the car-boxing close to the track-bed, and any obstruction of
moderate size would militate against the free movement of the car.
It seemed to him that in standardizing cars the adoption of
a standard size and construction of wheels would be one of the

Fig. 1. — Perspective.

1915-1916.]

DISCUSSION THE LOGIC OF TRAMS.

259

first points to demand consideration. For small-capacity trams
these mi.arht be ligliter than in the case of those of larger capacity,
and the bearings might be of simpler construction, as suggested
by the author. A sketch of such wheels, with their assembling in

SJ"

Fig. 2. — Side Elevation.

-JO'

Fig. 3. — Cross-section.

Fig. 4.- -Wheel-base and General Plan.

i7w^^,

Fig. 5. — Axle Attached to Bottom
OF Car by Journal Bearing.

TTT-fT-

Fig. 6. — Axle Attached to Bottom
OF Car by Bolt.

the truck and their bearings for a car of 10 cwt. capacity, was
shown in Figs. 1 to 6, which were not drawn to scale.

In his scale of standard trams Mr. Gibson had given dimen-
sions that led him (Mr. Parfitt) to infer that the framework was
based upon a rectangular parallelogram or a parallelopipedon.

260 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. I Vol. Ixvi.

or that the box of tlio car had its opposite sides parallel and
perpendicular to the adjacent sides throughout their entire
extent, whilst tlie variations in size were formed by a propor-
tional extension of the length, width, and height. Variations
of this form, in which the same capacity or a larger one might be
secured by changing- only one or two of the dimensions, might
be desirable, and for this purpose he submitted sketches (Figs.
7 to 10) illustrative of several forms.

Mr. Gibson had clearly demonstrated the pecuniary advan-
tages derived from the use of large trams or cars, both as to
the initial cost of the equipment and the reduced expense inci-
FiG. 7. Fig 8.

JO"

Figs. 7 and

Fig. 9.

-High-seam Cars.

Ja " jJ

Fig. 10.

Figs. 9 and 10. — Low-seam Cars.

dent to the upkeep of the stock and track when once the latter
was constructed to suit the size and capacity of the former. It
seemed that the best system of haulage for the collieries of
Great Britain was endless rope, as he was informed that most of
the seams were gaseous, and also that most of the coals were
more or less of an inflammable character, conditions w^hich,
naturally, prohibited the installation of electric haulage,
although ihej might be adapted to haulage by compressed air.
One portion of Mr. Gibson's statement relative to this subject
did not appear comprehensible to the writer. He had stated
that '* if small trams must be used at the faceSj and the road
does not p?rmit of the installation of endless-rope or such like

1915-1916.] DISCUSSIOX — THE LOGIC OF TRAMS. 261

haulage, it follows that the best policy would be to use small
trams near the faces and very large trams out-bye." He (Mr.
Pariitt) understood from this that in such a case the coal would
have to be transferred from the smaller to the larger trams for
final haulage to the shaft-bottom. It appeared to him that
this would result in a decided increase in the surface cost of
the coal, and would, as the author suggested, be a strong
argument in favour of standardization. Such a system, how-
ever, appeared to be impracticable.

Mr. Gibson's remarks upon the subject of tracks were per-
tinent and valuable, and should receive such consideration as
would secure their adoption. The same conditions as to length
of rails and as to the construction of track within a specified
distance from the working-faces were as prominent in the
majority of mines in the United States as they were in Great
Biitain; and the loss of time due to the one and the number of
wrecks and consequent loss of time and labour incident to the
other were factors that contributed largely to reduce the output
and increase the cost. In the United States the rails used were
generally of the " T " type, those for rooms and lateral entries
being lighter in weight per unit of length than those for main
haulage. He had seen, however, a rail that was more con-
venient for use in rooms than those mentioned. It was known
as a " strap'' rail, and measured about h inch thick by 2 inches
in width and 15 to 18 feet in length. Such a rail was laid by driv-
ing it edgewise into a notched tie, so that when the rail was in
position the thickness took the place of the ball of the " T " type.
Such a rail could be used without the aid of spikes or nails ; it
was adapted to a straight or crooked road, presented a narrow
friction surface, and was as enduring as the less pliable and
more cumbersome "T"rail.

He had found, by comparing the length and width of car-
boxings with the gauge of road and the length of truck
(between centres of wheel axles) in well-balanced cars, that they
bore a certain definite relation to each other, according to the
following rule : — The length of the boxing was to the width
(inside measurements in both) as the gauge of the track was
to the length of the wheel-base (measured between centres of
axles).

In standardizing cars, the gauge of the track, the wheel-

262 TKAXSACTIOXS TI£E NOUTII OF ENGLAND INSTITUTE. [Vol. Ixvi.

base, and the diameters of the wlieels were three factors that
would require little if any modification in making changes in
the car capacity. Mr, Gibson suggested 24 inches as the standard
gauge, and the illustrations that he had given would justify this
size under surface conditions ; but he (Mr. Parfitt) was inclined
to the opinion that underground conditions might conduce to
a change in this standard. For example, if the bottom or floor
were soft, a narrow-gauge track such as was suggested wo aid
exert more pressure over a given area than one of a larger gauge
would with the same load, as the weight was more concentrated,
and the repairs to the track would be correspondingly greater.
The size of track or wheel-base would necessarily have to be
such as to enable the cars to pass easily" round curves, and
switches should be of the size required for the system of mining
employed and the physical conditions of the seam. A wheel-base
constructed upon the rule given, in which the gauge was l'T5
times the distance between the wheel centres, would, he thought,
meet the conditions, as cars of 2 tons capacity constructed upon
this plan would round curves and switches of a small radius.
With regard to wheels, they should not be less than 12 inches in
diameter, and should be of uniform shape. The gauge and the
wheel-base having been standardized, the boxing or body of the
car could be constructed to suit these dimensions, or such modi-
fications in form could be made at a comparatively small expense
as compared with modifications in the factors given, if the
boxing were constructed of wood, as would best suit existing
conditions. AVitli the assumed minimum diameters of wheels,
the minimum gauge should not be less than 30 inches.

Mr. John Gibson (Kilmarnock) wrote that his main purpose
in preparing the paper was to show the great efiiciency and
economy that would follow the adoption of standardized trams, or
even the gauge. To show in detail every step of reasoning would
have required a paper of very great length. As mining engineers
were usually very fully occupied in ordinary practice, he had
thought that a brief paper would be more widely read than one
full of details such as would possibly be familiar (and therefore
tiresome) to the majority of the members. He preferred the risk
of being obscure rather than prolix, although any obscurity was
to be regretted. Brevity also had this great advantage — that

1915-1916.] DISCUSSIOX — THE LOGIC OF TRAMS. 263

criticism was kept more closely fociissed on the chief proposition
and less dissipated on interesting- thoug-h inessential details and
side issues.

Several gentlemen had questioned the statement that '' in
thin seams a predetermined minimum height and width of gate-
road is set up by the size of the tram." This dictum permitted of
veiy easy explanation. It was stated in the paper that " a man
has no great difficulty in travelling in a road having a minimum
height of 3 feet above the rails and a width of 3 feet between the
narrowest timbers," and that statement had not been questioned
by anyone. It followed that, if the tram in use could not pass
through any part of a gate-road of such dimensions, the gate-road
must be increased in size. Therefore, the tram predetermined
the minimum height and the width of the gate-roads. He would
illustrate his remarks bj- a 22-inch seam, in which 2h feet of
ripping, 6 feet wide, was taken down, so that the gate-road then
measured 4 feet 4 inches in height by 6 feet in width. Even with a
good pavement, the height 30 yards back from the face would not
be more than 3i feet. If a 4-inch bar were used, the height would
then be 3 feet 2 inches ; and the sleeper and rails would again
reduce this to 2 feet 10 inches above the rails. If the bar sagged
3 incites, the total available height would then be 2 feet T inches.
Even if a tram of minimum size were u,-;ed in such a road, the
drawer would be in danger of losing fingers, of smashing out
the bars, or at least of jamming his full tram between the rails
;'.nd the roof. All these conditions were very familiar to those
who worked very thin seams. The same process went on in con-
nexion with the sides: the packs were pushed out and toppled
over; the cost of repairs was high, and stowage was usually
scarce ; therefore a road 3 feet wide between the narrowest timbers
sufficed if the tram could pass, and this width was economical.
If the tram were large, it was evident that gate-roads of greater
height and width must be maintained and repaired, or cross-
gates must be more frequent. This extxa cost must be charged
against the tram.

Another assertion that had received adverse criticism was
that " wheels of small diameter and simple bearings are suitable
for small trams." Mr. Lupton and Mr. Parfitt seemed to be of
opinion that friction must be kept down to the lowest practicable
limits in trams of all sizes. Let them take, as an example, three

2G4 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

trams weigliiug- o, 4, and 0 cwis. respectively, and assume that
with simple bearing's the friction etjiialled ^jj. Assuming that,
by the provision of roller or other bearings, the friction was
reduced to yl^y, and that each l>earing added 14 pounds to the
weight, the weights would then be 3h, 4i, and 6^ cwts. respec-
tively. The limits of inclination would be as follows : —

(1) Trams with Simple Bearings.

Weight.
Cwts.

4
6

Weight.
Cwts.

Friction.

Limit of
Inclination.

Vtj

1 in 6 (approximately^

do.

1 ,, 82

do.

1 „ 14

(2) Trams with

Roller-bearings.

Friction.

Limit of
Inclination.

1 in 7 (approximately).

do.

1 „ 9

do.

1 „ 13-6

The following deduction was quite clear from the foregoing
figures : —

(1) With a 3-cwt. tram, it was wrong to use roller-bearings,
or anything else in its construction, however useful, which added
56 pounds to the weight.

(2) With 4-cwt. trams an inclination of 1 in 8f was the
dividing-line ; steeper roads suited the lighter weight. Less
steep roads gave the advantage to the tram with the lower
friction.

(3) With trams weighing 6 cwts., the dividing-line was at
1 in 13| ; therefore in almost every case the roller-bearing had
the advantage. Even easy gradients demanded some form of
self-acting incline, and of course the low coefficient of friction
made these practicable, whereas with ordinary bearings they
would not be so.

He reg'retted his inability to agree with Mr. James Ashworth's
opinion that detailed plans of the proposed standard trams should
have been included in the paper. If he (Mr. Gibson) succeeded in
proving to the satisfaction of the members the great benefits to be
derived from standardization, he would be quite content to leave
the matter of construction to settle itself. He was not pledged to
nor pi^ejudiced in favour of any form. In the same way he
agreed with Mr. H. F. Bulman that nine different sizes were not
recjuired. By proposing that number he (Mr. Gibson) hoped to
gain wider ap])r()bation for the general proposition. After

1915-1916.] DISCUSSION" THE LOGIC OF TRAMS. 265

staudardization had been adopted, the sizes least in demand would
gradually fall into desuetude.

Mr. Ashworth had stated that the " Secretary of State could
occupy his time more usefully than in considering the question
of the standardization of the gauges of rails." He (Mr. Gibson)
quite agreed with that statement. Mr. Ashworth's sentence, how-
ever, was based, he thought, on a misunderstanding of English
constitutional practice, which worked in this way: — Supposing
that the reform in question were in force, and that a coal-owner
wished to deviate from the standard gauge for some particular
reasons, he would then apply to the Secretary of State for exemp-
tion, which would be decided by his expert advisers. The Secre-
tary of State, however, was responsible to Parliament for the
decision of his advisers. Thus, if A could show that exemption
was refused to him, whereas B, under the same conditions
obtained exemption, a bad state of affairs would exist; but the
responsibility to Parliament of the Secretary of State made such
an eventuality practically impossible.

Mr. Ashworth had expressed the opinion that the question of
ventilation had not received sufficient attention in the paper. In
regard to this point, it might be noted that the Coal Mines Act
(1) set up a standard of ventilation by requiring a certain per-
centage of oxygen, and by fixing a maximum for the percentage
of carbon dioxide that might be present in the mine air; and (2)
the Inspector being armed with certain powers might require air-
ways to be maintained of reasonable dimensions, as also
travelling and haulage-roads.

The question at issue was not regarding roads such as these,
but gate-roads which from their commencement to their aband-
onment might not last more than three months. They were not
primarily intended for ventilation, but were usually kept clear
by leakage. It followed that the smaller they were in cross-
section, the higher must be the velocity of the air-current, and,
of course, the better for the ventilation of the road.

Mr. Kilpatrick had raised the question of the wisdom, of
doing anything which interfered with " natural and individual
predilection." As this was interfered with in every law — with,
in many cases, excellent results — it seemed that Mr. Kilpatrick
feared an imaginary danger. Not only so, but custom itself had
established laws which could not conveniently be broken. In the

266 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

case of ordinary clothiuo-, anyone might design for his own par-
ticular use a garb of original texture, colour, and form, but it
would probably prove less useful and convenient than clothing
made in the ordinary way, and more costly. Of what advantage
was " natural predilection " in such a case ? In the same way with
trams, everyone at present designed his own — its construction,
form, and size — and the purpose of tlie paper was to show that
this procedure was less useful and convenient and more costly
than the logical method — just as in the case of clothing.

Mr. Kilpatrick had questioned the accuracy of the statement
that a healthy man could for a period of 2i minutes perform
work at the rate of 0-24 horsepower. He (Mr. Gibson) had
hoped to take tests of men and boys on a typical tram-road and
present the results to the members, but regretted that lack of
time had not permitted him to do so. In any case, the statement
was made in the course of an argument to prove that in small
trams it was more important to keep down weight than to keep
down friction. Supposing that it was found that the output of a
man was 0-12 horsepower instead of 0'24, then it strengthened
(not weakened) the argument. Indeed, he had chosen the
maximum figure for the purpose of proving his contention
beyond question.

Mr. Parfitt's interesting criticism showed the trend of opinion
in America, and gave many valuable hints with regard to con-
struction. The sketches that he had so kindly submitted brought
out clearly the lines on which American mining engineers were
proceeding. AVith respect to nomenclature, it was interesting to
note that the difficulties arising from mixed nationalities and
languages had perforce brought about the standardization of
trade names. Mr. John Watson in his remarks on the same
subject had brought out clearly the difficulties with which
engineers had to contend in this country.

Mr. Myles Brown's contribution to the discussion was notable,
in that he sketched out a mode of procedure for testing the stand-
ardization proposals and for bringing them to fruition.

He respectfully appealed to the Institute not to throw aside
lightly without close scrutiny the proposal for the standard-
ization of trams, but to devote all the Institute's talents,
influence, and prestige to the task of carrying out the reform if
it should be considered practicable and beneficial.

1915-1916.] DISCUSSIOX^COAL-DUST EXPLOSIONS. 267

DISCUSSION OF MR. A. S. BLATCHFORD'S PAPER ON
"THE INFLUENCE OF INCOMBUSTIBLE SUB-
STANCES ON COAL-DUST EXPLOSIONS."*

Mr. James Ashworth (Vancouver, British Columbia) wrote
that the paper was certainly interesting from the theoretical
point of view, but to the man who had to look after the practical
safeguarding of colliery operations the absence of any warning
of the invariable presence of methane was very noticeable.

It had been stated, as the result of experiments, that in cases
where certain incombustible substances were present in the air,
they would arrest the flame of an explosion when the mixture of
air and methane was in its most dangerous condition. If such an
experimental conclusion were correct, the arrestment must, in
the opinion of the writer, take place at, or very close to, the
point of origin of the explosion.

If an incombustible substance was to be effective in control-
ling the progress of an explosion in a coal-mine, it must
necessarily be intimately mixed with the air before the flame
reached any particular point. In order to postulate such a con-
dition in a coal-mine, the theory as to the presence of a pioneer-
ing cloud of dust in advance of an explosion flame must be
accepted. A great many people believed and positively asserted
that a pioneering cloud was always a factor, but the writer had
persistently taken the opposite view, namely, that after the
initiatory stage a pioneering cloud in front of the flame was an
impossibility, excepting only when the speed of the sound wave
was greater than the speed of the flame. Even then, the term
" pioneering " was not correct, as the flame was passing through
the cloud continuously, and was not actually driving the dust in
front of it. If vx.e cloud of dust were driven forward by the
flame, the flame would be smothered out through excess of dust
and want of oxygen.

All experiments on the quenching of a coal-dust flame by
incombustible dust had been made with mechanical mixtures of
the two dusts, and not with the dusts as they were found in
collieries, where the different dusts were in layers, with the
finest and most dangerous fresh dust already floating in the air.

Air under pressure was a totally different flame-carrier from

♦ Trans. Inst. M. E., 1916, vol. li., page 369.

VOL. LITI.-1916-1M6. 20 E

268 TUANSACTIOXS TIIK NOKI'll OF KN(;LANI) INSTITrTK. |"Vol. Ixvi.

air at normal air-pressure, and here again was a missing factor
in experiments made in galleries on the surface.

AVith reference to the liberation of carbon dioxide from a
quench, it was to be remembered that the gas under those con-
ditions was hot, and therefore not as effective as when cold ;
consequently steam gave better results when liberated from the
quench than did carbon dioxide.

With respect to the controversies that were continually
arising in connexion with coal-dust and flame-quenching, he
(Mr. Ash worth) would like to see some notice taken of Mr. W.
A. Douglas Hudge's experiments and conclusions on the thermo-
electrical pos^sibilities of an explosion and its initiation.*

Mr. A. S. Blatciifoed (Armstrong College, Newcastle-upon-
Tyne) wrote that, strictly speaking, a reply to the points raised
by Mr. Ashworth was not necessary.

Mr. Charles L. Dobson's " Memoir of the late George
May " was read, as follows : —

* "On the Electrification Produced during the Raising of a Cloud of Dust,"
Proc. Royal Society, 1914, series a, vol. xc, page 256 ; see also discussion on the
writer's paper on "The Killingworth Colliery (New South Wales) Explosion,"
Trans. Inst. M.E., 1915, vol. xlix., pages 99-108.

IW. ZAfV., Plate 111.

GEORGE MAY

PRESIDENT OF THE NORtH OF ENGLAND INSTITUTE OF MINING AND MECHANICAL ENGINEERS, 1896-1898.

Born on Feliuarv 12//7, 1839, aj.d died on June iZih, 1915-
{Presented by The North of England Institute of Mining and Mechanical Engineers.)

1915-1916.] DOBSON MEMOIR OF THE LATE GEORGE MAY. 269

MEMOIR OF THE LATE GEORGE MAY.

By CHARLES L. DOBSON.

George May was a native of the County of Durham, having
been born at Bishop Auckland on February 12th, 1839. His
father, George May, was a timber merchant in business in that
town, his mother being a sister of James Thompson, late of
Hurworth-on-Tees .

Mr. May was educated at the Grammar School, Bishop
Auckland, and at Hartforth School, near Richmond, Yorkshire.
He, even in these early days, showed that infinite capacity for
taking pains so characteristic of him in later life, for many of
his school-books (still extant), shown to the writer some few
years ago, are models of neatness, and give evidence of very
careful work.

He began to serve his apprenticeship in the year 1856 at
the Hetton Collieries, under the late John Wales, who was at
that time viewer. Mr. Wales was succeeded after his death
in 1859 by the late John Daglish, under whom Mr. May com-
pleted his apprenticeship, and by whom he was appointed
manager of Elemore Colliery.

In 1863 Sir Lindsay Wood, Bart., took over the charge of
the Hetton Collieries on the retirement of Mr. Daglish in that
year, thereby originating a close professional connexion of
45 years' standing. In the same year Mr. May was appointed by
Sir Lindsay to the position of resident viewer to the North
Hetton Collieries, and this post was held by him until his
appointment by Sir Lindsay in 1872 to the charge of the Harton
Collieries.

Whilst at North Hetton Mr. May married Fannie, daughter
of the late Joseph Bourne, of Benton, Northumberland, and of
his wife Sarah, daughter of Robert Nicholson, of Bewick Hill,
in the same county. The Bournes were descendants of Henry
Bourne, the historian of Newcastle (1694-1733), and old records
show that the family were tenants on the estates of the Dukes of

270 TRAXSACTIOXS — THE NORTH OF ENGLAND INSTITI'TE. [Vol. Ixvi.

Northumberland 300 years ago. Joseph Bourne was a brother
of John Bourne, engineer to the North-Eastern Railway Com-
pany (Northern Division) for a long period of years; whilst the
Nicholsons were related to the Grace and Lambert families,
well known in Newcastle and district. It is of interest to note
that by this connexion Mrs. May was a cousin of Dr. AV. G.
Grace, the " Grand Old Man " of cricket.

Mr. May began his long connexion with the large and im-
portant Harton Collieries at the early age of 33 (a connexion
which lasted for 35 years), the group at that time comprising the
Harton, St. Hilda, and Boldon Collieries. The old Brandling
drops in South Shields formed part of the Harton Company's
property, these being connected by a wagonway with St. Hilda
Colliery. During the greater part of Mr. May's connexion with
the collieries, box or chaldron wagons, drawn by horses,
conveyed the coal between the colliery and these staithes, the
wagonway crossing on the road level several of the streets of
South Shields. One of the last improvements taken in hand by
Mr. May was in connexion with this wagonway, a tunnel being
substituted for the level crossing over one of the busiest and most
important streets, and electric locomotives substituted for horses
with great success.

In the early years of his management, St. Hilda Colliery
was entirely remodelled, a new winding-engine was erected,
and the shaft winding arrangements modernised by the large
four-decked cages introduced, with other essential improve-
ments and alterations. The heapstead and screening arrange-
ments were extended, and a ventilating fan of the Guibal type
(50 feet in diameter) was installed in place of the old furnace.
The aiTangements generally of this old-established colliery, sunk
by the Brandling family in 1822, were brought up to date.

Boldon Colliery was comparatively new when Mr. May took
up his position as agent, but under his management the surface
arrangements were laid out in a spacious manner. This colliery
was for many years one of the model collieries of the Durham
coalfield, and visitors from abroad or from other districts were
frequently directed to Boldon as a representative type of a
modern well-equipped colliery.

At Harton Colliery the improvements carried out during Mr.
May's term of management comprised extensions of the screening

1915-1916.] DOBSOX MEMOIR OF THE LATE GEORGE MAY. 271

plant and a rearrangement of the heapstead ; whilst his fore-
sight, which was one of his strongest characteristics, led him to
recommend the owners to adopt electricity as a motive power,
in the days when this form of power, so far as its practical
application on a large scale to collieries was concerned, was in its
infancy. Before his retirement in 1907, orders were placed for
an electric winder to replace the old vertical engine, which had
been working for upwards of 50 years ; and for a Sulzer pump to
be erected at the shaft-bottom, in substitution of the old beam
pump which had been installed at the time when the colliery was
sunk. Mr. May did not, however, see this plant in operation,
as on his retirement in October, 1907, it had not been delivered.

In 1891 the Harton Company acquired the property and
undertaking of The "Whitburn Coal Company, Limited, com-
prising "Whitburn Colliery, the Marsden Quarries and Lime-
works, and the railway connecting the colliery with the North-
Eastern Railway line at South Shields. Under Mr. May's
supervision Whitburn Colliery was transformed from a pit
having only a small output into a large and successful colliery,
the change necessitating, inter alia, the erection of a large
winding-engine, the installation of a Walker fan, and the
enlargement of the heapstead and screening arrangements
requisite for dealing with the increased output.

The site of the T;^ne Plate Glass Works, South Shields, with
the quay having a river frontage, and the railway connecting
the works and the Whitburn Colliery line, were purchased by
the Harton Company in 1892. A new wharf was laid down on
the river front, and this site was eventually converted into an
up-to-date coal-shipping staithe, having a river frontage of
700 feet and direct railway communication with the St. Hilda
and Whitburn collieries.

During Mr. May's management of these collieries a lease
was obtained of the land required for the formation of a railway
to connect Harton Colliery with the company's shipping staithes,
and this railway is now in use.

During the 35 years that Mr. May held the position of agent
to the Harton Coal Company, he lived at Simonside Hall, near
Tyne Dock. He took a great interest in farming, and the large
estates of the company were efficiently farmed under his super-
vision.

272 TRANSACTIOXS — TIIK XORTIIOF E.\(iLA.\l) IXSTITTTK. [Vol. Ixvi.

In liis earlier days at Hartou lie occasionally took mining
students under his charge, and several men who have since
become eminent in the profession served an apprenticeship
with him.

Mr. May for a short time was a member of the South Shields
Town Council and the Durliam County Council, but public life
of this kind made no appeal to him, and he very soon severed his
connexion with these bodies.

More than once he was urged to allow his name to be put
forward for a Commission as a Borough and County magistrate,
and although appointed a member of the South Shields Bench,
he never took his seat.

He was very keenly interested in The North of England
Institute of Mining and Mechanical Engineers, and was at the
time of his death one of the oldest members, his election dating
back to 1862. When President of the Institute (1896-1898)
his Presidential Address had special reference to the importance
of improvement in the education and methods of training of
the colliery mechanical engineer, a subject in which he was
deeply interested ; and the legacy which he left to the Institute
for the award of scholarships is evidence of the depth of his
interest in educational matters, especially with reference to the
scientific development of coal-mining. Mr. May was well knuwn
for his generosity, every genuine appeal receiving his liberal
support.

Mr. May acted as chairman of the Haulage Committee
formed by the Institute in connexion with the model coal-mine
which was so prominent a feature of the Jubilee Exhibition held
at Newcastle-upon-Tyne in 1887. He also represented the
Institute for some years as a director of the Institute and Coal
Trade Chambers, Limited, Newcastle-upon-Tyne.

He was active in the work of the Durham Coal Owners Assoc-
iation, being a member of the Conciliation Board and Joint
Committee, and was usually appointed to any committee of
importance during his long connexion with the Association.
For many years he acted as one of the examiners of candidates
for colliery manager's certificates, a duty in which he took much
interest. Candidates who appeared before him for viva-voce
examination were assured of a sympathetic and reassuring
hearing. During his occupancy of the Presidential chair of

1915-1916.] DOBSON — MEMOIR OF THE LATE GEORGE MAY. 273

the Institute, he acted as the external examiner of students
desirous of taking- the B.Sc. Degree in Mining- at the Armstrong
College, Newcastle-upon-Tyne.

In 1892 Mr. May was appointed a director of the Bearpark
Coal & Coke Company, Limited, and by virtue of his technical
knowledge he assisted his colleagues on the hoard in an advisory
capacity up to the time of his death.

On retiring from the position of agent to the Harton Coal
Company, he was appointed a director of the company, which
position he likewise tilled until his death.

On his retirement he took up residence at Clervaux Castle,
near Croft. For some time previously his sight had caused
him much trouble. Gifted, however, v/ith a wonderful memory,
he was able to remember facts read and to follow plans explained
to him with remarkable ability, and, notwithstanding the
severe blow which his loss of sight involved, his remaining years
were cheerful and happy.

Mr. May on his retirement received from the officials and
staff of the Harton Collieries a presentation of plate, this occasion
affording an opportunity to his staff of showing their regard and
esteem. He was very much liked by such of the older generation
of workmen as could remember his early days with the Harton
Company, and he always enjoyed talking over those early daj^s
with them. He was a great lover of animals — horses in parti-
cular— and at Clervaux Castle indulged in his hobby by the
breeding of Shetland ponies.

He soon became well known in the district of Croft, and was
very popular with his neighbours, although he was a man who
strongly disliked publicity in any form. Amongst his own
circle of friends he was very much liked and esteemed. Perhaps
he was seen at his best when fulfilling the duties of host, in which
capacity he acted in a delightful and hospitable manner. Being
gifted, as already mentioned, with a good memory, he would
delight, to a sympathetic listener, in telling incidents of his
early life and of old mining days.

He was a member of the Horticultural Society, of the
Northern Antiquarian Society, and of one or two farming assoc-
iations, and took much interest in the work of these several
societies.

Mr. May died at Clervaux Castle on June 18th, 1915, and

274 TRANSACTIONS— THE NORTH OF K\(iLANI) INSTITUTK. [Vol. Ixvi.

was buried in Croft Churcliyard, where also lies interred his wife,
who predeceased him in 1907. His two daughters, Mrs. A. Paget
Steavenson, of Hurworth-on-Tees, and Mrs. Scott, of Riding
Mill, survive him.

A photograph of the deceased gentleman (Plate VI.) is
attached to this brief memoir.

Prof. Henry Louis proposed and Mr. E. Seymour Wood
seconded a vote of thanks to Mr. Dobson for his interesting
Memoir.

APPENDICES

I.— NOTES OF PAPEES ON THE WORKING OF MINES, METALLURGY,
ETC., FROM THE TRANSACTIONS OF COLONIAL AND FOREIGN
SOCIETIES AND COLONIAL AND FOREIGN PUBLICATIONS.

The followiug contractions are ii.sed in the titles of the publications
abstracted : —
Bull. Soc. Indust. Miii. Bulletin de la Societe de ITndnstrie Minerale, St.

Etienne.
Bull. Univ. Illinois. Bulletin of the University of Illinois, Urbana, U.S.A.
Bur. Mines. Bureau of Mines, Washington, U.S.A.

Com. Cent. Houill. France. Comite Central des Houilleres de France, Paris.
Geol. Surv. Canada. Geological Survey (Department of Mines) of Canada,

Ottawa, Canada.
Ocol. Surv. New South Wales. Geological Survey of New South Wales

Department of Mines, Sydney, N.S.W.
Geol. Surv. Western Australia. Geological Survey of Western Australia,

Perth, Western Australia.
J our n. Lake Superior Min. Inst. Joui'nal of the Lake Superior Mining In.sti-

tute, Ishpeming, U.S.A.
Montanist. Bunds. Montanistische Rundschau, Berlin and Vienna.
Bee. Geol. Surv. India. Records of the Geological Survey of India, Calcutta,

India.
Soc. Ingen. C'ivils des France. Societes Ingenieurs Civils de France, Paris.
Trans. Can. Min. Inst. Transactions of the Canadian Mining Institute,

Ottawa.
Zeitschr. f. Berg-, Hiltt.- u. Salinenwes. Zeit.schrift fiir das Berg-, Hiitten-

und Salinenwesen im jjreussischen Staate, Berlin.

GEOLOGY, MINERAL DEPOSITS, ETC.

Prospectingr for Gold in the Metalliferous Strata of the Black
Mountain. — By R. Espahseil. Bull. Soc. Indust. Min., 1915, series o,
vol. vii.. Images 297-329.

Gold was first discovered in the Black Mountain at the Limousis Copper
Mine by the writer's father. Tlie gold-bearing strata occur at about 9^
miles (15 kilometres) to the north of Carcassonne on a plateau of the Black
Mountain in a region that has been subjected to long-continued erosion, and
is cut up by torrents that have formed deep gorges. The strata of the Black
Mountain belong in general to the Lower Silurian formation, parts near the
crest of the hill being metamorphosed and interspersed with volcanic rocks.

TOL. LXVI.— ieiS..1916. ^ A

2 TRANSACTIONS-THE XORTH OF EXGLAXD IXSTITFTE. [Vol. Ixvi.

Two systems of metalliferous veins of quartz cross each otlier, the primary
one running, like the hills, roughly east and .vest and he secondary one
c ossing it at right-angles. In the latter the gold and also veins of silver
arHor the most part found. In the primary system are found pyrites, copper
and lead The yield of the secondary system is most capricious. A typical
case of one of the veins in the Villaniere Concession is as follows:-

Per cent.

Arsenic ... 15 to 33

Sulphur 1^''^^

Silica 6-12

Iron

34-96

Magnesia ... Traces.
Alumina ... 2"12
Gold ... 230 to 300 grains (15

to 19 grammes) per ton.

.jj^^ Traces' ; Silver ... 600 to 800 grains (40

""^ ' to 50 grammes) per ton.

The ravages caused bv the fumes of arsenic emitted from the surface plant
.re extremely troublesome. Tliese take the form of poisoning fo^^^f'^^f/^
;f cattle, destruction of vegetation, etc. At the Salsique Mines this diihculty
has been overcome by the installation of " bag-houses." A. K. ^.

L.St of Canadian Mine.a. Occurrences.-By A. A. Johnston. Geol_
Surv. Canada, Department of Mines, 1915, Memoir No. 74, pages 1-275.
In the present list the intention has been to bring together as completely
as possible all notable occurrences so far (December 1st, 1914) ^-ord^ in
Canada, thus leaving the compilation of a new descriptive list for considera-
tion in some subsequent report. .^„:^^^ wbirh
Part I. embraces a list, arranged alphabetically, of the mateiials which
have so far with reasonable certainty been identified as ^^^-^^-^^J^ ^^'^^^
and in each case a list of localities of occurrence is given for each piovmce
and territory in the Dominion. .

In Part II. are embraced lists of the minerals known to occur in the vari-
ous municipal and mining divisions (arranged alphabetically) into which the
provinces and territories are subdivided. It is expected tl^-^l^^/™^^-
ment will prove to be of value both to the prospector and to the collector.

It is proposed to publish supplements to this list at suitable intervals and,
when the accumulation of new information warrants such ^ ^^o^"^^' g" '''"
corporate it in a new revised list.

coalfields of British Col«mbia.-By D. B. Dowling. Geol.Surv. Canada,
Department of Mines, 1915, Memoir No. 69, pages 1-350.
The discoverv of coal in 1835, on the British Columbian coast at Suquash
and later near Nanaimo, was due to information given to the officers of the
Hudson's Bav Company by the Indians. The coal-minmg industry therefore,
niav be said \o have grown up with the general development "^ tl^^/^^^^^^;
"several important coal-bearing areas are situated on the islands off the
mainland, and in this respect are very favourably placed to ^^^P^^ ^^^
other coalfields which are tributary to the Pacific. Inland areas of prime
importance have been connected with the markets by railway, as ^^^^^^^^
with the Crow's Nest area. Other large fields, such as the Upper Elk Eiver
field, await the demands of a market before the construction of the connect-
ing, railway and the installation of mining machinery. The demands for

1915-1916] XOTES OF COLOXIAL AXD FOREIGX PAPERS. 3

transportation for other purposes may facilitate the opening of many other
coal-deposits; and of those listed and described there may, in time, be many
which will supply the wants of the settler, the manufacturer, or the reduction-
works. At the present time, however, active mining is limited to the southern
part of the province and to Vancouver Island.

Coal is found in the early Tertiary and in several of the divisions of the
Cretaceous formations. The Cretaceoiis coal-bearing rocks of the Rocky Moun-
tains represent portions of the Great Plains coal-bearing basin, and are cor-
related directly with the Alberta beds. The early Cretac-eous coal-bearing
sediments of northern British Columbia, while of about the same age as, or
possibly older than, the coal-bearing strata of the Rockies, may not have
been deposited in the same basin. The deposits of ITpper Cretaceous time
which occur in the Peace River basin are probably of about the same age
as the Belly River formation, and, if so, antedate the Cretaceous beds of
Vancouver and Graham Islands, which are gfenerally correlated with beds in
the upper part of the Pierre overlying the Belly River formation.

The Tertiary sediments on the coast which are coal-bearing in places
are supposedly in conformable relation with the Cretaceous, so that their
Eocene age is generally admitted. In the interior basins, where Tertiary sedi-
ments are capped by Miocene lava-fiows, a coal horizon in the sediments is
held to be somewhat later in age than Eocene ; but, from a study of the
plant-remains. Prof. D. P. Penhallow did not feel inclined to pronounce
it later than Oligocene. Two examples of sediments later than the first
or larliest lava-fiow are attributed to the Lower Miocene. It has been
pointed out that the Oligocene beds of the Coldwater group are, in places,
tilted and otherwise deformed beneath the trap flows, thus showing a time-
interval between the Oligocene and the deposits of the Lower Miocene.

A. P. A. S.

Coalfields of the Domain of Kebao, China. — By LoiTiS Ra3IEax:. Bull. Soc.
Indiist. Min., 1915, series 5, vol. vii., pages 165-176.

So long ago .is the year 1849, French naval officers observed Chinese coal-
mining operations being conducted in Kebao, which is the largest island in
the Gulf of Tonquin. A French explorer named Jean Dupuis, who had
secured a mining concession there in 1888, was, after the French occupation
of the country, confirmed in the possession of the present Kebao Domain.
The output of coal rose from 1,641 metric tons in 1902 to 17,085 tons in 1910,
the total output during the period amounting to nearly 100,000 tons.

The roughly triangular island of Kebao lies with its longest (south-eastern;
side towards the main channel, along which in a tract from 1^ to 3 miles (2 to
5 kilometresj in width the coal district lies. The down-stream end of the
island is mountainous, and contains only thin unworkable seams. At a distanqe
of about a third from the lower end, coal is found in workable quantities.
This zone extends for about 2^ miles, but the first thousand yards (1 kilo-
metre), up to a fault which runs north-east and south-west, although includ-
ing seams 40 and 24 inches thick (1 metre and 600 millimetres) respectively,
has hitherto proved unworkable, on account of difficulties of transpart. The
field actually worked is cut into four districts by faults. In the easternmost
of these — the Cai Dai district — about sixteen senms are enumerated, having-
thicknesses of from 32 inches to 10 feet (800 millimetres to 3 metres) and a
total thickness of 62 feet (18a5 metres). These seams dip to the north-east.

4 TRAXSACTIOXS THK XOKTIl OK KXCiLAXD IXSTITU'IK. [Vol. Ixvi.

Westward of this, between, two succeeding faults, i.s the Trainee Verte dis-
trict. The seams here vary from 24 to 64 inches (600 millimetres to 16
metres) in thickness, and have a total thickness of about 30 feet (91 metres).
Thirteen seams are mentioned: they dip to the north-east, fold upwards
awhile, and dip again. A line of rails runs through the district, and its
terminus practically ends the field so far as work is concerned. To the west
and south further good seams have been found. A. R. L.

Characteristics of Fossil Coal. — By K. Weithofer. ilontanist. RutuJs.,
1915, vol. vii., pages 107 and 133.
It is still an open question whether brown coal and bituminous coal are
different varieties of the same substance, or whether they differ radically from
each other. Prof. Donatli is of the latter opinion, and does not consider that
the one kind of coal can ever, in any length of time, or under anj- condi-
tions of pressure and heat, be converted into the other. This view is contro-
verted by the writer, and many geologists look upon bx'own coal and bitumin-
ous coal as two memlj«rs of a progressive series of carbonizing processes.
Chemical analysis of various kinds of coal according to their age shows that
the carbon in them is gradually enriched as the water and oxygen are elimi-
nated. The oldest coal is the bituminous with the largest percentage of
•carbon, and brown coal, lignite, peat, and wood are, in the writer's opinion,
successive stages of development, decreasing in age downwards. Age, how-
ever, is not the only factor in the formation of coal : the original plant sub-
stance from which it was produced is also an agent. The characteristics of
the two kinds of coal are not -always the same, and even geologically it is not
■easy to draw the dividing line accurately. " Lignin " is one of the main
features of brown coal, which tends gradually to disappear. The writer
attributes its presence to the richness of plant life at the time when the coal
was formed. Coal, he states, consists of the fossil remains of a succession of
plant forms, and that found in the Carboniferous Age is the result of a
different class of plant life from that which gives rise to the coal of the
Tertiary Era. E. M. D.

Characteristics of Coal-deposits in the Limestone Strata (Germany).- —

By E. DoNATH and Prop. Ezehak. Montanist. Bunds., 1915, vol. vii.,
jiages 1, 35, and 74.

The writer considers the difference between various kinds of coal, bitumin-
ous and brown, in Germany and Austria. He endeavours to determine
whether the two types of coal belong to the Upper and Lower Limestone
formations, and with this object has studied varieties from Carpano in
Istria, Barsinghausen, Obernkirchen in Schaumburg-Lippe, Ost-erwald, near
Hanover, Borkowitz in Moravia, Lowenberg in Silesia, and coal from Southern
Styria. Samples were tested chemically for their degree of moisture, which
was found to be small in bituminous and large in brown coal. Other charac-
teristics were determined by burning in a crucible, boiling in a solution of
potash, in benzol, or in weak solutions of nitric acid and sulphuric acid. He
is of opinion that the coal in the Lower Limestone formations contains more
tropical fossils, whilst the coal in the Upper Limestone shows fossils belong-
ing rather to the Tertiary Age. E. M. D.

1915-191G.] NOTKS UF tOLOXlAL AND FOREIGX PAPERS. i)

Mining: Fields of Western Australia. — By A. Gibb Maitland. Geol. Surv.
U\-.<frrn Au.</ra!ia. 1915. Bulletin No. 64, pages 92-105.

The iuception of active mining operations in Au.stralia dat^es back to 1842,
when lead and copper lodes were first discovered and worked at Waneranooka,
in the Northampton district of Western Australia. Since then the State
(estimated to embrace 975,920 square miles) had pro-duced, up to the end of
1912, minerals to the value of ^113,660,065, of which 545 per cent, was
obtained from the East Coolgardie goldfield, which includes the gold-mining
centre of Kalgoorlie. The real mining history, however, dates back to the
year 189.3.

The principal mineral products of greatest importance, arranged in order
of value, are gold, copper, coal, tin, lead, and phosphates. The metals and
metalliferous minerals make up by far the greater proportion of the value of
the output, l>eing over 98 per cent, of the total.

The author gives valuable information regarding the Kimberley, Pilbara,
West Pilbara, Ashburton and Gascoyne, Peak Hill, Murchison, Talgoo,
Yilgarn, and Eastern goldfields.

Tlie copper, tin, and coalfields are also discussed. The Collie coalfield is
the only one that is in active operation, although there are districts in which
lignites and brown coals occur. Tlie production of this coalfield up to the
end of 1912 amounted to 2,323,136 tons, valued at £1,069,435. The principal
local consumers are the Government railways and local factories ; the gold-
fields market for coal is limited, as good firewood supplies are available.

A. C.

Mining Geolo°ry of Yerilla, North Coolgrardie Goldfield. — By J. T. JuTSOK.

Gvol. Surv. I^«?.-■^■/•/l Au.ftralia, 1915, Bulletin No. 64, pages 13-45.

Yerilla is situated about 21 miles east-south-east of Kookynie, a mining
town on the Kalgoorlie-Leonora railway. It has been a small mining ce.ntre
for a fair number of years, having been apparently discovered soon after the
first rush to the Eastern goldfields over 20 years ago. Yarri is about 40
miles and Edjudina about 50 miles farther to the south-east. Most of the
country is flat, but occasional high ridges occur.

The general geology is simple. There are three chief series of rocks — -
basic, intermediate, and acid. The basic are the oldest, and the others may
be approximately contemporaneous with each other.

The basic series consists of massive and schistose rocks, to all of which the
local name of "greenstones" has been given. The massive greenstones are
divided into fine-grained, porphyritic, and coarse-grained, the relations of
which have not }>een definitely determined. The greenstones, especially the
schistose group, carry most of the auriferous reefs of the field. The inter-
mediate series consists of a rock provisionally termed a syenite, which is
intrusive into the greenstones, and is apparently non-auriferous. The acid
series consists of small intrusions into the greenstones of a granite, and of
a number of acid dykes genetically related to the granite. These dykes com-
prise aplites, quartz and felspar-porphyries, probably granite-porphyries, and
felsite.

The future prospects of Yerilla. both as to new reefs and as to mining
in depth, are discussed.

A. C.

6 TRANSACTIONS TIIK NORTH OF ENULAXl) INS'irn-TK. [Vol, Ixvi.

Geologrical Observations and Remarks on the Present State of Mining
in the Districts of Mount Magrnet, Lennonville, and Boogrardie,
Murchison Goldfield. — By J. T. Jutson. Geol. Surv. Western
Australia, 1914, Bulletin No. 59, pages 91-139.

The rocks of the districts discussed consist largely of greenstones,
frequently foliated, with which are associated iron-bearing quartzites, theso
latter being apjiarently highly-altered products of the greenstones. Some
quartz-porphyry dykes have also been discovered, and possibly a basic dyke.

The lodes comjjrise three series, namely, quartz-reefs, quartzite-lodes,
and fault-lodes. The first are numerous, and of varying length and thick-
ness, having proved to be auriferous to 500 feet in depth. They are
most extensively developed between Lenuonville and Mount Magnet. The
quartzite-lodes are thick masses of altered country of low-grade character,
frequently intersected by thin quartz-veins, and then stated to be most
aiiriferous. They have not been worked deeper than 300 feet. The fault-
lodes are the famous Boogardie "breaks." These breaks are sometimes
extremely rich in free gold; below water-level, however, where worked, they
have yielded poor results.

No definite conclusion as to the origin of the gold can be arrived at. It
is very probable that secondary deposition and concentration in certain areas
within the zone of oxidation have taken place.

With regard to future possibilities, the reefs appear to have every
chance of existing at greater depths than those at present worked, although
some will probably give out, judging from their aj^parent character of short
leuticles. Tlie quartzite-lodes have yet to be proved in depth, but some that
have been opened up are promising, and their mode of occurrence suggests
that other undiscovered lodes exist. A. C.

Coal Resources of Western Australia. — By H. P. Woodward. Geol. Surv.
Western .iustralia, 1915, Bulletin No. 64, images 7-12.

The author describes in minute detail the Collie coalfield, which is
situated on the Collie River, about 100 miles to the soiithward of Perth.

The coal is non-caking bituminous, high in moisture. It is black, dirty
to handle, partly of a splintery character, and partly of bright layers alternat-
ing with soft bauds which present the appearance of compressed soft wood
charcoal. The splint coal is extremely tough to cut or break, but rapidly
develops cracks ujion exposure to dry warm air, rendering it unsatisfactory
for long railway journeys or storage on goldfields. The coal does not kindle
so quickly as coals from New South Wales, but burns with little smoke until
only light white or reddish ash is left.

Four companies are at work upon the field : they work the whole or a
portion of the lai'gest seams by inclined-plane haulage. Tlie height of the
coal is from 6 to 10 feetj and the system adopted pillar and .stall.

Up to the present the deepest vertical shaft is only 250 feet, but it is
likely that a pair of vertical shafts will shortly be put down to a depth of
1,000 feet.

Electric band cutters are used for cutting, black powder being u.sed as
explosive.

As the workings are free from gas, naked lights are used, whilst (provided
good ventilation is available) there is no danger of choke-damp.

A. C.

1915-1916.] XOTES OF COLONIAL .AND FOEEIGX PAPERS. 7

Certain Mining: Centres at the South End of the Yalgoo Goldfield. —

By H. P. WooDWAHD. Geol. Surv. Westtrn Australia, 1915, Biilletin
No. 64, pages 46-51.

The author describes visits to the Golden Eagle, Porcupine, Boflfbie
Venture, and Crusoe mining centres.

Golden Eagle Group. — Two very rich leaders are being worked upon the
edge of an old dry-blowing patch, and it is probable that these, with others,
formed the source from which the alluvial gold was derived.

Porcupine Group. — This is situated upon a low ridge of hills, the gold-
bearing lodes lying upon either side of one of those banded jaspery iron-
stone outcrops, which have commonly proved to be of so considerable an
economic importance upon the Murchison goldfield.

Bonnie Venture Group. — About two years ago gold was discovered in a
conglomerate bed, situated in a belt of rough broken country, some 5 or 6
miles south of Mount Singleton. There is an abundant water-supply, while
there is ample mining timber and fuel in the neighbourhood to last for a
considerable time; therefore if this body of ore should prove to carry any-
thing approaching the estimated 4 dwts., this should before long become an
important mining centre.

Crusoe Group. — Gold was discovered here some years ago, but was
abandoned, owing to the large quantity of copper contained in the .stone. It
is an extremely promising tract of country, very similar in apjiear-
ance to those portions of the Tilgarn belt in which the greenstone schists are
capped by travertine deposits. A number of small, but rich, leaders have Ijeen
discovered, but so far no actual work has been done upon them to prove their
size or direction. A. C.

Xurnalpi, North-East Coolgardie Goldfield. — By J. T. Jutsox. Geol. Surv.
Western Australia, 1914, Bulletin Xo. 59, pages 13-30.

The author points out that extensive alluvial deposits exist at Kurnalpi,
which suggests the possibility of more axiriferous reefs or lodes than have
hitherto been discovered in the immediate vicinity of the alluvial deposits,
the evidence indicating that the alluvial gold has not travelled far. It is
suggested that some of this gold may be of chemical origin, and some derived
from deep leads by denudation of portions of the latter.

The main rocks are greenstones of somewhat varied character, and the
typical form is akin to an amphibolite. These rocks occupy a wide belt of
country that is possibly all auriferoiis.

Quartz-reefs are numerous and strong in the neighbourhood. Only one
quartz-porphyry intrusion has been observed. As similar dykes are intimately
associated in various parts of the Eastern Goldfields with the occurrence of
gold, and appear at times to be responsible for it, these outcrops should
always be noted and search made for any adjacent quartz-reefs.

Eich contact-gold has been discovered, and there appears to be no reason
why other patches should not be located in depth and otherwise. It has been
claimed that lode formations occur; but, while the author does not dispute
the fact, he points out that much more sinking, driving, and cross-cutting will
be required before their existence can be definitely proved.

Satisfactory development of any belt will probably be of much value as a
guide and stimulus to the. rest of the field. A. C.

8 TRANSACTIONS — THE XORTH OF EXGLAXD INSTITUTE. [Vol. Ixvi.

Report upon the Ardlethan Tinfield.— By J. K. Godfrey. Geol. Stirv. New
Sotifh Wales, 1915, Mineral Resources No. 20, pages 1-77.

This report is the result of a systematic examination and sampling of the
various occurrences. A portion is devoted to assays of 4.31 samples. In
nearly every case the tin-oi-e occurs as a secondary product in altered granite,
and though these altered belts can often be traced for considerable distances,
the ore itself usually seems to exist in pipes and bunches, the continuity of
which is doubtful.

A rough estimate is given of the amount of payable ore likely to be
obtained, but this must be considered merely as a very mde approximation
to the truth. First, because the patchy nature of the deposits render a
calculation of ore in sight a matter of great uncertainty, since a pi]}e may
go down for some distance or cut out in a few feet ; secondly, because it was
imjjossible to sample all the dumps of reputedly payable stone scattered
throughout the field : and thirdly, because from the very nature of the
deposits it is probable that other rich pockets and pipes will be found from
time to time in different parts of the field. A. C.

The Mayari Iron-ore Deposits, Cuba. — By J. F. Keiip. Bull. American
Inst. Mill. Engineers, 1915, pages 129-154.

The author, in addition to giving references to the numerous papers deal-
ing with the iron-ore deposits of Cuba, describes the mineralogical character
and chemical composition of the Mayari deposits. A diagram is appended
showing the physical and mineralogical changes that have taken place in the
serjDentine during its passage. Sections are given of three distinct layers
occurring in the pits, the top one of which is of a crimson-brown colour,
the middle yellowish-brown', and that at the bottom a lighter shade of
yellowish-brown. At the surface, or a few feet below, in some places slabs,
and sometimes continuous sheets of solid iron hydrate (called plancha) occur.

The general run of the ore is earthy, resembling the Mesabi ores both in
colour and in texture. When newly mined, it has a peculiar mealy character,
which however disappears as the ore dries.

Analyses are given of laterite ores in other districts, and these are com-
pared with Mayari ores.

The author also describes a discovery of ore similar to the Mayari deposits
reported from the northern portion of Mindanao in the Philippine Islands.
It is estimated to contain 800,000,000 tons, in which the ferric oxide is as
high as 77'7 per cent., corresponding with 544 per cent, of iron. There are
only traces of phosphorus and sulphur. A. C.

MINING TECHNOLOGY.

Working: and Concentration of the Output of a Coalfield in Bohemia. —

By L. KiESCHNEB. Montanist. Runds., 1915, vol. vii., pages 101-104.

The writer describes a method, which has been introduced at the Ignaz
Mine, Marienberg, in Moravia, of getting out and winding the coal simul-
taneously. The coal is brovight to the pit-bottom as it is got out, and
immediately wound, all the different operations being carried on at the same
time. The seams lie at a steep incline, and are woi'ked in cross-cut levels, all
converging towards the centre : the distance from the farthest working to the
winding shaft should not exceed 1| miles (3 kilometres). By these cross-cuts

1915-1916] XOTES OF Ct)LOXIAL AND FOREKiX PAPERS. 9

the different seams are couuected with each other, and the steep inclination
of the ground is utilized for the conveyance of the coal on the brake-block
system. Roadways for this purpose are in some cases driven in the rock itself.
The levels are packed as the coal is wrought, on account of the great pressure
iu the mine, and other special conditions. The mine is worked on a modifica-
tion of the longwall system in some parts, in others by pillar and bord, and
the pillars are robbed a^ the coal is wrought. The height of the levels
depends on the inclination of the seams. If the gradient is so steep that the
coal and rock fall of themselves, a great height is required; but if the seam
is not more than 5 feet thick, less height is sufficient. The best width has
been found to be 20 feet.

The writer recommends this method of working a mine as cheapest,
quickest, and most efficient where sharply-inclined seams have to be wrought.
The jDackiug is obtained from various parts of the mine, especially the venti-
lating shafts. E. M. D.

Methods of Drawing: Pillars in Pitching: Seams. — By J Someeville
QuiGLEY. Trans. Can. Min. Inst., 1914, vol. xvii., pages 406-414.

The two methods of drawing pillars chiefly in u.se in Canada have each
their advantages and disadvantages.

The first method is that of working the rooms on the strike of the seam.
Slopes are sunk on or as near as possible to the full pitch of the seam, and as
near the centre of the area to be worked as convenient. Levels and counter-
levels are broken away on each side of the slope every 400 or 500 feet, and
are driven to their boundary before the pillars are extracted. A pillar
from 200 to 400 feet wide is left to protect the slope. From the entries head-
ings are driven up the pitch at approximately every 400 feet. The haulage
system in these headings depends chiefly on the degree of the pitch. The
three systems generally used are back-balance, shoot or gravitation, and jig.

The second method consists in driving rooms up to the true pitch of the
seam, and drawing pillars down the pitch. As in the other system, entries are
driven on the strike of the seam, with a gradient in favour of the loads of from
^ to 1 per cent., which also allows for drainage. Rooms are driven from
these entries up the pitch with approximately 60-foot centres; cross-cuts are
driven connecting these rooms every 50 or 60 feet, thus forming blocks of coal
50 or 60 feet square. A. C.

Condensation of Gasoline from Natural Gas. — By A. Burrell, Frank M.
Seibert, and G. G. Oberfell. Bur. Mines, 1915, Bulletin No. 88, pages
1-106.

The U.S.A. Bureau of Mines is conducting a series of investigations
with the common aim of minimizing the losses that occur in the mining and
treatment of mineral substances. The present report deals with a method of
preventing some of the waste of natural gas incidental to oil-mining.
This method, the condensation of gasoline from natural gas, offers to the oil-
operator and others a profitable means of utilizing some of the oil-well gas
that is now partly wasted. The most desired constituent of crude oil is
obtained, the production of oil is not hindered, and the gas, after the extrac-
tion of gasoline, can be returned to the leased area to drive pumps or into
pipe-lines for uses to which natural gas is ordinarily put, usually with its
fuel value lessened only in slight degree.

10 TRANSACTIONS — THE NORTH OV ENGLAND INSTITUTE. [Vol. Ixvi.

The coudeusatioii of gasoline from natural gas is a physical process. The
process in principal use at the present time consists essentially in compressing
the gas to pressures up to 300 pounds and cooling it with water oi ordinary
temperature. Cooling the gas by means of a refrigerant without compres-
sion, or using a refrigerant other than water in conjunction with compressors,
are processes tliat are coming into use. The pressure best suited for the con-
densation of gasoline from natural gas depends upon the partial pressures
of the gases and vapours present in the mixture. The partial pressures ai^'e
difficult to determine. Henoe the best that one can do in plant operation is to
experiment until the most suitable pressures are found. Single-stage and
two-stage compressors are generally used in gasoline-plant operations. Single-
stage compressors are as a rule in use where pressures of 110 pounds per
square inch are not exceeded. In most two-stage plants but little condensate
is obtained after the first compression.

Several changes occur in the gas when it is treated in a gasoline plant
for the condensation of gasoline. One is connected with the condensation of
vapour, another with the liquefaction of gas, and a third with the solubility
of gases in the liquids produced. The condensate as it is received in the accu-
mulator tanks consists principally of the liqviids peutane and hexane and the
liquefied gas butane. Some heptane and licjuid propane may also be present.
For a particular natural -gas there is a certain pressure best suited to produce
the most saleable gasoline. An increase in the pressure may result in pro-
ducing more condensate in the accumulator-tanks, but the additional yield
may be so volatile as to escape quickly after exposure to air. The quantity of
gas that dissolves in the condensate in the accumulator-tank is so small as to
be insignificant. At least one plant in the United States using a refrigera-
tive method with low pressures is in successful operation.

Exclusive of foundations -and housing for machinery, pipe-line to wells,
railway sidings, storage-tanks, etc., the compressing and condensing equip-
ment for gasoline plants costs from about £560 (.?2,800) for a plant suitable
for handling 120,000 cubic feet of gas, up to £1,560 (|7,800) for a plant suit-
able for handling 600,000 to 700,000 cubic feet of gas. Two plants that pro-
duced 490,000 gallons of gasoline in 1913 cost £8,000 (|40,000) to complete.
Tlie owners realized 55 per cent, on their investment in the first year. About
35 cubic feet of gas disappears at some plants for each gallon of condensate
jjroduced from 1,000 cubic feet of gas. At other plants, as much as 500 cubic
feet of gas may disappear. A. P. A. S.

Mine-rescue Apparatus. — By Charles Graham. Trans. Can. Min. Inst.,
1914, vol. xvii., pages 364-372.

The various types of apparatus now in use may be divided into (1) those
in which oxygen is chemically generated within the apparatus, (2) those in
which liquid air is the source of the oxygen supply, and (3) those in which
the respired air is chemically purified or regenerated.

The ideal breathing-apparatus should fulfil the following requirements : —
(1) It must be light in weight, yet strong ; (2) self-contained, that is, indepen-
dent of any fixed base ; (3) permit of the wearer engaging in heavy manual
labour ; (4) allow of the removal of carbon dioxide by the regenerator as com-
pletely as possible; (5) a gauge should be provided to indicate distinctly and
accurately how long the apparatus may be used ; (6) must be readily recharg-
able ; (7) the charges should be prepared in such a way as not to deteriorate
through keeping; and (8) its operation must be automatic.

1915-1916.] XOTES OF COLONIAL AND FOREIGX PAFERS. 11

The author points out that two general types fulfilling most of these
requirements have been constructed, in one of which air is supplied through a
mouthpiece, the nostrils being closed by a clip. In the other a helmet is
worn, an air- joint being made around the face by a pneumatic cushion.

The principal consideration in the use of any apparatus is the thorough
training of the men, who must be made thoroughly familiar with all its
details. Tliorough and constant systematic training will tit men to perform
the most dangerous and exhaiisting work that any coal-miner is called upon
to undertake.

In the author's opinion it is not always fair to blame the apparatus when
an accident occurs ; it is often due to lack of the necessary precaiitions before
the apparatus is put into iise, or to the inexperience of the men using them.

A. C.

Studies and Investigrations Relating to Various Explosive Mixtures,
with Nitrate of Ammonia as the Base. — By H. Schmerber. Bull. Soc.
Indusf. Min., 1915, series 5, vol. vii., j^ages 197-231.

Following up some investigations on explosives for use in gassy miues,
Mr. Schmerber here goes systematically into the question of binary explosives
containing different proiX)rtions of a number of the combustibles employed in
the explosive industries when combined with nitrate of ammonia as a base,
the principal of these being naphthalene, toluene, xylene, nitro-glyceriue,
picric acid, and cotton. Pointing out that an explosive of this kind may be
such that a sufficiency, an excess, or a deficiency of oxygen may be con-
tained in it, the author comes to the following general conclusions : — (1) That,
as regards explosives with an excess of oxygen, the different mixtures that
can come in question will, at the low temperatures of detonation suitable to
mine work, give much the same explosive powers; and (2) that as regards
mixtures that do not contain sufficient oxygen to transform all the carbon
into carbonic acid, the explosive power will always be less than when the
oxygen is just sufficient in amount to effect this. A. R. L.

Occurrence of Explosive Gases in Coal-mines. — By N. H. Dartox. Bur.
Mities, 1915, Bulletin Xo. 72, pages 1-248.

This report presents the results of an investigation, begun by the Govern-
ment in the summer of 1907, under the immediate supervision of Dr. J. A.
Holmes, and continued under him by the Bureau of Mines. The purpose of
the investigation was to obtain information on the origin of the inflammable
gases in coal and the conditions under which they occur. It was especially
intended to ascertain whether there was any relation between the occurrence
of gas and the structural or other geological features of the coal-beds. To
this end many months were spent in mines and much time was devoted to the
examination of mine maps, borehole records, and other data made available
by the kindness of various coal companies. Two fields of work were selected
— one in the northern anthracite basin of Pennsylvania, where the beds ai-e
considerably folded, and the other in the southern part of the bituminous
coalfield of Illinois, where the beds lie nearly horizontal.

In order to take advantage of the results of previous investigations of
the same general subject, an extended examination was made of reports from
various investigators in Europe and America. A digest of the information
obtained from these publications is included in the first part of this report.

12 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

which cunstitutes an introduction to the discussion of the conditions governing
class of plant life to the coal of the Tertiary Period. A. P. A. S.

Some Remarks on Gas in Coal. — By G. A. Lavoie. Trans. Can. Min.
Inst., 1914, vol. xvii., pages 487-492.

Gas is very unevenly distributed in coal-beds, this being especially notice-
able in very fiery mines, not only in the main return airways, but also at
the face. Sudden outbursts of gas and coal in apparently regular beds sub-
mitted to an even pressure f-liow an irregularity in the quantities of the
gases, the amount liberated in some explosions being entirely out of pro-
portion to the normal quantity occluded in the coal. It was reported that
m an explosion some 30 years ago the gas disengaged by the projection of
4,200 cubic feet of outburst coal was estimated to be at least 100,000 cubic
yards.

The reason why gases have not been diffused more evenly through the
coal under the pressure of the superincumbent strata is owing to the imper-
meability of the mineral. The initial or latent pressure in coal depends on
various factors : (1) the thickness of the sedimentation over the constituents
of the seam, and especially the limit of time during which the first sediment
was formed; (2) the nature of the cover; (3) differences, - however small,
between the constituents of the same coal-bed in different regions; and (4)
residual compression and tensional stresses due to the incomplete massive or
molecular changes in the measures during the ages which have elapsed since
the contraction of the earth's crust began.

The g-ases enclosed in the pores and in the many joints of the coal have,
by reason of their expansive force, a tendency to cause these pores to burst
out and split open the fragnTents in contact. Tlie resistance opposed to this
expansion is generally variable, and depends on the degree of agglomeration
resulting from the number, extent, and dispo.sition of the joints in the coal,
and on the disposition of the face in relation to these joints. So soon as the
gas-pressure overcomes the resistance of the seam, phenomena of sudden
expansion may take place. A. C.

Limits of Inflammability of Mixtures of Methane and Air. — By G. A.

BuREELL and G. G. Oberfell. Bur. Mines, 1915, Technical Paper No.
119, pages 1-30.

This paper records certain experiments, made at the Pittsburgh experi-
ment station of the Bureau of Mines, on self-propagation of flame in mixtures
of methane and air, and shows the composition of some coal-mine atmospheres.
Tlie results of the investigation are svimmarized as follows: —

Low Limit. — (1) The smallest propoi-tiou of methane in mixtures of
methane and air that permitted self-propagation of flame was 4'9 per cent.
This result was obtained in a box 5f feet high and having a capacity of SJ
cubic feet. Ignition was effected from the bottom upwards by means of an
electric flash produced by pulling apart two copper wires through which a
current of 7 amperes at 220 volts was flowing. The box was closed at both
ends, but a thin paper diaphragm at the top allowed a vent for the burned
gases.

(2) Under the same conditions, except that ignition was from the top and
the paper diaphragm was at the bottom, the smallest percentage of methane
that allowed self-propagation of flame the entire length of the box was
between 5'4 and 5"5 per cent.

1915-1916.] XOTES OF COLOXIAL AND FORKIGN I'APKRS. 13

(3) With the same conditions as those under No. 2, except that the paper-
covered aperture was at the top, the low limit obtained was between 57 and
5"8 per cent, of methane.

(4) With the box in a horizontal jDositiun, the value obtained was between
55 and 5"6 per cent, of methane. This limit is the most important as regards
the application of the result-s to coal-mining.

(5) With a Hempel explosion pipette, and with ignition at the top, a
value between 5"5 and 56 per cent, of methane was obtained.

(6) With a 2,800-cubic-centimetre vessel 12 inches high and 5 wide, and
with ignition at the bottom, a value close to 5 per cent, of methane was
obtained.

High Limit. — (7) The vipper limit of self-propagation of methaue-and-air
mixtures was between 13'4 and 139 jier cent, of methane when ignition was
from the top in an ii-on pipe 7 feet long and 12 inches in diameter, and
ignition was caused by pulling apart two copper wires through which a cur-
rent of 7 amperes at 220 volts was flowing. A paper-covered aperture placed
at the top of the box gave vent for the burned gases.

(8) Under the same conditions of experiment as those described under Xo.
7, except that ignition was from the bottom, a value between 15 and 15-4 per
cent, of methane was obtained.

(9) When a Hempel explosion-pijjette was used, with ignition at the top,
a value lying between 12'4 and 132 per cent, of methane was found as the
high limit. A small spark from an induction-coil was the source of ignition.

Other Results. — (10) Of the results obtained, those that have reference to
horizontal propagation are most important as regards mining. With hori-
zontal jDropagation the low limit ranged from 5'5 to 5'6 per cent, of methane.
The upper limit would l>e intermediate between the values given for upward
and downward flame propagation, and would be about 149 per cent, of
methane.

(11) Clement found that the addition of 10 per cent, of carbon dioxide
only rai.sed the low limit from o8 to 6'2 jjer cent, of methane. When he
kept the oxygen constant at 20 per cent., it required the replacement of part
of the nitrogen by 62 per cent, of carbon dioxide to raise the low limit to
8'8 per cent, of methane.

(12) Clement also found that the oxygen content could be reduced to 17
per cent, when the low limit would be raised only 02 per cent, above that
obtained with 20 per cent, of oxygen. From 17 per cent, of oxygen down-
ward, however, the limits change rapidly^ until with 13 per cent, of oxygen
the low limit is 6'6 per cent, of methane and the high limit 68.

(13) Analyses of mine air collected in a fiery part of a mine in which an
explosion had occurred some time before showed explosive proportions of
nuethane at the working-face near the top, and a high proportion 70 feet
from the face near the top ; whereas at the face, but halfway to the floor,
the proportion was much smaller.

(14) In twelve samples of mine air, out of fifty-one samples from thirty-
one mines, the oxygen content was less than 20 per cent. Three of the twelve
samples were collected at places where the air was still, and nine were col-
lected in the moving current. The highest proportion of carbon dioxide
found was 1 per cent.- in return air. At another mine, where 42,400 cubic
feet per minute of air was passing, the oxygen content was 17-71 per cent.

(16) The results of analysis of a series of samples show the change in
chemical composition that the mine air underwent as it traversed certain
workings of a mine. The air, from being almost pure at the intake, gradually

14 TEAXSACTIOXS THE XURTII OF KXCiLAXI) IXSTITUTK. [Vol.lxvi.

changed in composition, the carbon-dioxide content raising to 016 per cent.,
the oxygen content falling to 2063 per cent., and the methane cont«nt
rising to 0-37 per cent, over a distance of 15,140 feet.

(17) Analyses are presented of another series of samples that were taken
from a mine wherein a disastrous explosion had occurred some time previously.
The highest proportion of methane was 24'61 i>er cent., the lowest oxygen con-
tent was 12'91 per cent., and the highest carbon-dioxide content was Ool
per cent.

(18) As the result of its work, the Bureau fiuds that in vt'utilated mines
there is seldom enough variation in the oxygen and carbon-dioxide contents
of the different atmosjjlieres to affect sensibly the inflammability of methane-
and-air mixtures. In mines that are not ventilated, and in sealed areas,
different conditions prevail. A. P. A. S.

Investigration of Certain Phenomena Accompanying a Mining^ (Air-blast)

Accident. — By F. Mbvik. Moutanist. Bunds., 1915, A'ol. vii., pages
649-652.

An accident took place iu singular circumstances in the Ferdinand Mine
at Kladno (Bohemia) on February 18tli, 1914, in which two miners lost their
lives. No danger had till then been apprehended in the mine. Without any
warning, late in the afternoon, a sudden violent air-blast was felt in different
parts of the mine, which extinguished most of the lights, and threw many of
the men violently to the ground, or against the working-face. In one of the
levels the roof seam gave way, fell upon two hewers below, and crushed them
instantly to death. The direction of the air-blast throughout the mine was
always from the " old man "^^tliat is, the goaf. No damage was done to any
other part of the mine.

The mine is worked on the pillar-and-bord system. Two months pre-
viously the work of robbing a pillar, which had for four years supported the
roof in this level, was begun, but not proceeded with till the day of the acci-
dent. Tlie level was 21 feet long, and the timbering and supports had
lately been streugtlieued, although no special pressure had been observed.
The entire level collapsed, the crossways were broken iip, and a new level
had to be driven in the seam, before it was possible to reach the bodies. A
curious featiire of the explosion was that no dangerous gases were liberated
by the air-blast. Upon investigation, an enormous block of sandstone, 46
feet long and 40 wide, was found in the wrecked level ; it had crushed a
26-foot seam of coal to 10 or 12 feet.

The writer attributes the accident to the great pressure in the roof of the
level, which consists of sandstone and clay. As soon as the robbing of the
pillar was again attempted, the pressure of the rock being greater than the
consistency of the roof, it fell in, drove the air out of the " old man," and
produced the violent air-blast. Tlie sinking of the roof was further accelerated
by two faults in the strata, running east and west, both of which started from
this seam. • E. M. D.

Explosion in a Coal-mine near Neurode, Prussian Silesia. — By — Warne.
Zeitschr. f. Berg-, Hiitt.- ti. Salinenwes., 1915, vol. Ixiii., pages 1-15.

This accident, in which two men lost their lives and two were badly
injured, took place on May 18th, 1914, at the Ruben Pit, near Neurode (in
Silesia). This part- of the mine was known to be very dangerous. Several

1915-1916.] XOTES OF COLOXIAL AXD FORKIGX TAVERS. 15

explosions of carbonic-acid gas had already taken place, but the present acci-
dent was caused by mine gas, and methane and olefiant gas were given off
for some time from the fissures caused by the explosion. It occurred more
than half a mile (1,000 metres) from the scene of former accidents, and its
eftect was to loosien 70 tons of coal and fling it many yards away. The
temperature in this part of the mine also fell considerably. Tlie coal here
is soft, with a heating value of 7,000 calories (12,600 British Thermal units
per pound), and is worked by pillar and bord. The ventilation is good, 5,300
cubic feet of air being supplied per minute. Additional measures of safety
have been taken since the accident. The coal is now brought down wholly
by blasting, with water-cartridges, after all the miners have been withdrawn.
Work Avitli a pickaxe is forbidden, because of the risk of liberating firedamp.

E. M. D.

Analysis of Natural Gas and llluminatingr-gras by Fractional Distillation
at Lovw Temperatures and Pressures. — By G. A. Btjreell, F. M.
Seibert, and I. W. Robertsox. Bur. Mines, liJl5. Technical Paper
Xo. 104, pages 1-41.

This publication describes in detail the results of experiments made by
the Bureau of Mines, with a method of separating and determining the
hydrocarbons in gaseous fuels. The method employs fractional distillation in
a vacuum at low temperatures. Tlie gas is liquefied, the different constituents
separated by proper adjustment of temperatures, the various fractions re-
moved with a. mercury pump, and these fractions analysed by ordinary slow-
combustion methods. The method was successfully applied to the separation
of hydrocarbons in natural gas and in artificial illuminating-gas, and is the
only known method applicable to the separation of some hydrocarbons.

Tlie first part of this report describes the results of experiments by
which the natural gas used in Pittsburgh (Penna.), was separated into its
individual paraffin hydrocarbons. The second part describes experiments in
which the separation of the illuminants in artificial Pittsburgh and New.
Tork illuminating-gas was effected. Some experiments to determine the
practicability of separating gases the boiling-points of which lie close to-
gether, such as ethane and ethylene, are included.

Methane can be removed at the temperature of liquid air and the ethane
separated from the propane, butane, etc., at temiaeratures ranging from -150°
to -140° Cent. The propane is separated from the higher paraffins at tem-
peratures rangin,g from -135° to -120° Cent. The method, although some-
what involved, is the only known method applicable to the separation of some
hydrocarbons.

A method of seiDarating the illuminants in coal-gas is also described. The
methane, hydrogen, carlx)n monoxide, nitrogen, and oxygen are first removed
at the temperature of liquid air, the ethane and ethylene are removed at a
t€inj>erature not higher than -140° Cent., the jiropane and propylene are
removed at a temperature not higher than -120°, leaving the butylene,
butane, and benzene as a residue. Tlie benzene can be separated from the
butane and the butylene at a temperature of -78° Cent.

Benzene can be simply and quickly determined in coal-gas or other mix-
tures by removing the carbon dioxide and water-vapour, cooling the mixture
at a temperature of -78° Cent., withdrawing the other gases at this tem-
perature, and finally, after the refrigerant has been removed and the benzene
vaporized, reading the A'apour pressure on a mercury manometer.

16 TRANSACTIOXS^ — THE XORTII OF ENGLAND INSTITUTE. [Vol. Ixvi.

Ethane and ethylene, the normal boiling-points of which are only about
10° Cent, apart, cannot Ije satisfactorily separated by liquefaction and frac-
tionation, because of the tediousness of the operation.

By liquefaction and fractionation gases may be prepared in a condition
of exceptional purity. A. P. A. S.

Addition of Lime to Briquettes to Reduce the Sulphur Percentage. — By

E. DoNATH. Montanist. Bunds., 1915, vol. vii., page 741.

The experiments here described consisted in adding lime to coal during
combustion, with the object of reducing the amount of sulphur contained in
the smoke gases. The injurious effect of smoke, especially on vegetation, is
attributed by the writer mainly to the presence of sulphur in it. Part of this
sulphur (the sulphides and sulphates) are converted into sulphuric acid, and it
is this which causes the harmful results of smoke. By adding lime to the
coal during the process of combustion, the writer endeavoured to reduce the
sulphur to a harmless minimum. To coal containing 124 per cent, of sulphur
he added from 1 to 2 per cent, of lime, and found that the sulphuric acid in
the products of combustion fell to 085 per cent. When the same coal was
burnt without lime, the quantity of sulphur was 1'03 per cent. Coal from
Carpano (Istria) containing a total of 9 per cent, of sulphur was burnt with a
10-per-cent. addition of lime, and the amount of siilphur was rediiced thereby
to 2'63 per cent. When it was treated with hydrochloric acid, sulphuretted
hydrogen was always generated. Tlie writer considers that these experi-
ments show that the addition of c{uicklime to bituminous coal or coke during
combustion affords a simple means of reducing the proportion of sulphur in
the smoke gases, which on economic grounds is most desirable. He suggests
that an effective way to secure an intimate mixture of the lime with the
coal is to make the latter into briquettes, and to add the lime during the
process. Austrian brown coal, after being converted into briquettes with a
mixture of lime, might probably be more profitably utilized in this than in
any other way. E. M. D.

Utilization of Lignite or Brown Coal. — By J. Huebers. Montanist.
Kunds., 1915, vol. vii., page 168-170.

There are extensive seams of lignite in Lower Austria, which have only
beeu worked of late years, and the writer considers the question of the best
way of utilizing them. As the freight costs are excessively high, sometimes
as much as lialf the cost of production, to transport the lignite in bulk is not
advisable. It can be cheaply got out, often from the surface, and the seams
can generally be worked clean out : no deep working is required, aud no
pumping, as there is no water. The lignite contains 50 per cent, of moisture,
and has a heating value of 2,500 calories per kilogramu.e. The thickness of
the seams varies from 5 to 32 feet.

The writer suggests five ways of utilizing the lignite. If cheaper trans-
port were available, it might be burnt as fuel under boilers, but this would
require a remodelling of the grates, and is too expensive a scheme. The same
objection attaches to the conversion of the lignite into bricj[uettes. A third
plan is to burn it at the pit's mouth under boilers, in order to produce steam
for driving turbine-engines. From the.se electric power might be generated,
and distributed over a wide area ; but the installation of a costly modern
power-plant would be required. Again, the lignite might be converted into

1915-1916] NOTES OF COLONIAL AND FOREIGN PAPERS. 17

gas at the mine, and the boilers there fired with gas instead of solid fuel. Tlie
heating value of gas made from lignite is low, but gas of much poorer cjuality,
.such as blast-furnace gas, gives a high heat-efficiency. This plan would
therefore be practicable, but the writer considers that much the best and
most economically efficient system would be to use the gas to drive gas-
engines at the pit's mouth, and so generate a central supply of electricity for
distribution. An efficiency of 75 per cent, should be secured.

E. M. D.

Utilization of Brown-coal Dust. — By Dr. Herbuhg. Montanist. Bunds.,
1915, vol. vii., pages 333-334.

lu the working of brown coal much dust is produced, which is extremely
volatile. Tlie writer deals with the harmful effect of this dust, especially in
industrial centres, and the means of disposing of it which modern science has
placed at our command. Much brown coal is converted into briquettes, but
this necessitates the crushing and drying of the raw material, and more dust
is generated in the process. There are two ways of arresting this dust —
the wet and the dry system. By the former it is precipitated by water and
steam played upon it through nozzles. The dust is then treated in slime-
filters, passed into clearing basics, and the water drawn off. With the dry
system the dust does not, of course, need to be dried again. It is forced
through thick filters by an air-current (sometimes the chimney draught only
is sufficient), and is then carried off and returned to the briquette manufac-
turers, or burnt under boilers; but the writer considers that a comijletely
satisfactory method of utilizing it has not yet been devised.

E. M. D.

Notes on the Use of Low-g^rade Fuel in Europe. — By E. H. Fennald. Bur.
Mines, 1915, Technical Pajoer No. 123, pages 1-37.

In its investigation of fuels belonging to or intended for the United
States, which form a part of the general work which it is doing to increase
efficiency in the utilization of the mineral resources of the country, the
Bureau of Mines has given attention to the combustion of fuel in furnaces and
gas-producei's, and has tested a large number of samples of coal and lignite
in order to determine their value for producing power. Tlirough these investi-
gations of the utilization of fuel, the Bureau is endeavouring to aid in
prolonging the life of the nation's supply of high-grade fuel by lessening
present waste and by bringing about a wider utilization of fuels noAV
neglected.

In order that the true significance of these important commercial prob-
lems might be more fully presented to those responsible for the production,
transport, and utilization of fuel in the United States, an attempt was
made during the summer of 1914 to procure in Europe, through personal in-
spection, definite information relating to (a) tho utilization of high-ash coais;
(h) the use of wood refuse and other similar materials ; (c) the recovery from
fuel of bye-products — ammonium sulphate, tar, pitch, etc. ; (d) the receut
developments in the praparation and use of peat; (e) the results of low-
temperature distillation of fuels; (/) the possibilities of the slagging type of
gas-producer; and ((/) the use of powdered fuel.

The author spent the greater part of the early summer of 1914 in the
British Isles, Belgium, and Holland. The nature of the problems under

TOL. LXVI. -1915-1916. B E

18 TRAXSACTTONS THE XOUTH Ob" EN(;i>AND INSTITUTE. [Vol. Ixvi.

consideration, and the helpful infonnation received from abroad, indicated
that mncli desirable material was also to be expected from Germany, Norway,
Sweden, Russia, Austria, Hungary, Italy, and France. Unfortunately, just
as the work was well under way in Germany, tlie European war broke out.
Tliis not only shut off absolutely further researclies, but also prevented the
collection of many valuable data and photographs previously promised, thus
making impossible the satisfactory completion of the contemjilated investiga-
tion. Tlie notes are therefore incomplete, but will serve, perhaps, to indicate
the trend in Europe of some of the important fuel jiroblems that are conspicu-
oTisly before the United States, and should stimulate positive action in this
much-neglected industrial field.

The notes deal with the utilization of high-ash coals in non-bye-product
producer-gas plants ; the use of wood-refuse and similar material ; the size
and character of bye-product plants; the uses of tar; low-temperature dis-
tillation; the slaggiug gas-producer installation in Dutch-Luxemburg; and
the use of powdered fuel. A. P. A. S.

Difficulties in Firing: Explosives, either Electrically or by Hand. — By T.

Blxjm. Montanist. Bunds., 1915, vol. vii., pages 210, 263, 299, 343,
and 388.

Tlie writer jJasses in review the chief characteristics of three different
ways of firing an explosive charge, namely, by hand, with an ordinary fuse,
instantaneous electric ignition of several charges, and successive electric
ignition of these charges. In the first method the time of explosion is deter-
mined accurately by the length of the fuse, and explosion is relatively slow.
Several fu.ses can be sejDarately ignited, an important matter where blasting
is necessary in a confined space. The method is simple and cheap, and, so
long as the fuse is 2>erfectly dry, reliable, but the operator must be near
the scene of the blasting. With instantaneous electric ignition all the fuses
can be fired simultaneously from any distance, but some of the shots often
fail, and an interruption of the electric current may occur at any time. This
method has con.sequently been more or less superseded by the third, in which
the electric current fires the charges in gradual succession, by interposing
different lengths of fuse between the capsules and the priming. The advan-
tage of firing from a distance is retained, but the shots occur in such
rapid succession that they cannot be counted, and failures cannot be detected.
After each blasting operation a careful search of the mine-face is necessary,
otherwise these misfires may explode later, and endanger the manipulator.
With both kinds of electric ignition both premature and retarded shots may
take place, as the writer proves by many examples. lie also maintains that
electric ignition is from five to six times more expensive than hand ignition.
He instances one mine, in which there was a loss from misfires of nearly 4
pounds (I'B kilogrammes) of dynamite in 24 hours. The violence of the ex-
plosions electrically produced also destroys the roof of the workings, and
shatters the Avaste rock.

Tlie writer summarizes these advantages and drawbacks in favoiir of
hand-fired fuses, which are, he considers, cheaper and simpler to handle than
electrically ignited fuses, with fewer misfires and greater certainty in locat-
ing them, so that the workers are not endangered. Both kinds of electric
Ignition are, in his opinion, dear, unreliable, difiicult to manipulate, and
dangerous if carelessly handled. E. M. D.

1915-1916.] NOTES OF COLONIAL AND FOREIGN PAPERS. 19

Destructive Force and Speed of Explosions of Modern Blasting:
Materials. — By Dr. Kast. Montanist. Riinds., 1914, vol. vi., page
601, and 1915, vol. vii., pages 7 and 38.
The writer made experiments to determine the efliciency of modern blast-
ing explosives, for which a certain standard is required. The energy of
explosion does not depend only on the amount of heat developed, for this takes
no count of the volume of products of combustion (that is, of gases into which
the explosive is converted), nor of the loss by radiation. The more rapid is
the explosion, the less will be this loss. The energy of the explosion may be
iitilized either to force violently asunder the surrounding rock, or to destroy
and shatter it. The value of the explosive depends, however, chiefly on the
amount of work done in a given time, and not on the energy that it contains.
Tliere are thus three factors to be considered : (1) the amount of energy avail-
able, (2) its speed of development, and (3) what the writer terms the " concen-
tration " or "density " of the energy. The proportion of inert substances,
such as nitrogen, which must l>e heated, but do not add to the energy of the
explosive, cannot be ignored. Thus the heat develojjed by niti-oglycerine is
less, if reckoned in calox-ies jier kilogramme of the combustible constituents
of the explosive, than per litre of explosive mixture generated.

The destructive force of an explosive is calculated by comparing its
action with that of another explosive of known energy. The speed of the
detonating wave is an important factor. The law of the propagation of
detonating force is determined by photography or by the use of Siemens's
■' spark-chronograph," with which the writer has made many experiments
during the last seven years. This speed depends partly on the chemical com-
^jositiou of the explosive mixture, and partly on the method of ignition. Tlie
diameter of the borehole, consistency of the tamping, and the cubic density
of the explosive, all play a part in the determination. Liquid explosives are
more difficult to ignite than solid. E. M. D.

Use of Liquid Air for Blasting: in Coal-mines. — By M. Przyborski.
Montanist. Runds., TO 15, vol. vii., page 145.

The first attempt to use liquid air for blasting was made by Prof. Linde in
1897. A cardboard cylinder, prepared by previous soaking in liquid air, ■
was used, but the result was not satisfactory, as the action depended on the
skill of the manipulator, and the rapidity of the operation. The temperature
of the liquid air being— 191° Cent, a rapid exchange of heat must of necessity
take place between it and the surrounding materials, and in less than 10
minutes its effect has evaporated. The system was improved by Claude in
France and Kowatsch in Gei'many. In order to counteract this rapid evapora-
tion, the fuse was introduced dry into the borehole with the usual tamping,
and the liquid air was not applied until just before the moment of explosion.
Thus the action was made more certain.

The blasting cylinder now contains a mixture of infusorial earth, asphalt
or soot, and paraffin in three cylinders fitting one over the other. The liquid
air is contained in a small bottle, through the mouth of which a metal tube is
connected to the tube of the fuse. In order to obtain an explosion, the bottle
is lifted ; the liquid air rises under pressure of its own evaporation into the
metal tube, and ru.shing into the fuse at a given moment unites with the
contents of the cylinder, and produces a violent explosion. As the charge

20 TKANSACTIONS THE NOUTll OF EXCiLANl) INSTITUTE. fVol. Ixvi.

contains no inflammable materials, the danger is minimized : the materials
can be separately and leisurely introduced into the borehole. The process i3
simplified if the liquid air is made on the spot. E. M. D.

Arrangrements for Reversing^ the Ventilation in Mines. — By G. Ryb.\.

Montanist. Bunds., 1915, vol. vii., pages 497-499.

If a lire occurs in the intake shaft of a mine, the danger is great,
especially if this shaft forms the only communication with above ground. The
fire must be most carefully handled, and must not be extinguished by pour-
ing w^afcer on it till all the miners have been brought out. The main point
in such an accident is to reverse the ventilation if possible, and, where there
are two shafts, to convert the intake, where the fire is, into the upcast as
quickly as possible. One plan is to revei-se the ventilating engine, but this
is a process which takes time. The writer describes a method which he
considers safer and quicker.

Two passages are excavated in the mine, one connecting the intake and
return shafts below the surface, and having not far from the ground a door
or damper which can be easily reached and closed. Between this passage and
the surface a trap-door is built into the intake, which can be closed in case
of need. The upcast has also a door worked from the surface, and below it
the second or branch passage discharges some Avay off into the open air. Tliis
also has a door or damper worked from above. If it is desired to reverse the
ventilation of the mine, the ordinary doors into the intake are closed. The
aix'-currents draw into the upcast shaft and into the passage leading from it,
thus ventilating the mine in the opposite direction. In other words, the
functions of the two shafts are reversed. By a similar method, if the mine
is ventilated by a furnace at the pit-bottom, the system can be changed, and
ventilation by exhaustion substituted, or vire versa. E. M. D.

Rotating: Ventilation-doors for Upcast Shafts. — By G. Eyba. Montanist.
Bunds., 1915, vol. vii., pages 436-4.39.

The system here described is intended to be applied in mines where the
down-draught ventilating shaft is also used for winding. If the quantity of
coal to be brought out within a given time is too large for one shaft to deliver,
an endeavour is often made to avoid the cost of a third shaft by utilizing
the upcast for winding also. This may be done if the air from the mine is
exliausteJ into the open; but, if ventilation is by suction, care must be taken,
when the cage conies to bank, not to allow the air to escape at the same time,
and sjDecial arrangements for the pui-pose are needed.

The writer suggests two plans for overcoming the difficulty. The shaft
may be provided with a cover, with a hole for the winding rope to pass
through, and the cage emptied before it reaches the surface. A better method
is to withdraw the tubs through lock-doors, one of which is always closed l^y
mechanical means while the other is open. If the cage is brought up from a
pit where ventilation is by exhaiisting the air, the shaft-house must itself
he hermetically sealed, and the coal brought out under a water-seal, or througii
a system of dampers. The writer describes the Skutzik arrangement of a
covered airtight " whipper " with two openings, to deal with six tubs at a time.
It consists of two concentric cast-iron drums, fitting one over the other; the
outer drum is stationary, the inner revolves. Inside the drums is a brake with
guides and balance-weights to catch and hold ihe cage. It forms a two-stp.ge

1915-1916.] XOTES OF COLONIAL AND FOREIGN PAPERS.

series of lock-doors, through which the tubs can be emptied one after the
other, and the two processes of holding- the cage in position and emptying the
tubs are carried on simultaneously. The inner drum runs on rollers over
rails, and is worked by gearing at the top, actuated by a driving wheel
which turns it as required. The outer stationary drum has two openings
connected through the inner drum with the two tiers of tubs. Tlie whole
arrangenient is worked from the shaft by a pulley and brake-block. It is
in duplicate, one set of drums and brake serving the full, the other the empty
cage. As the balance-weights are heavier than the weight of the empty cage,
the ascent and descent of the cages are automatically effected.

E. M. D.

study of Mine Ventilation: Combination of Natural and Artificial
Ventilation. — By J. Botr vat-Martin. Bull. Soc. Indiist. Min., 1915,
series 5, vol. vii., pages 5-163.

This is a second instalment of a treatise with the above title. It sum-
marizes the different sy.stems of artificial ventilation of mines, and points out
their respective advantages and limitations. The author show.s how natural
and artificial systems of ventilation react upon each other, ventilation of a
mine begun by artificial means inducing an additional natural draught,
which, especially in deep pits, may considerably augment its action. The
efficiency of a fan is stated to vary with the temperature. A Rateau fan with
a diameter of 7 feet 2| inches (22 metres) is Instanced, the air depression of
which was found to vary by 175 per cent, and the delivery by 27 per cent. In
a Guibal fan over a shaft-orifice of 51"5 square feet (4'8 square metres) the
variations were found to be 400 per cent, and 20 per cent, respectively. In
the Guilial fan, the depression plotted off on a diagram gave a curve the
general character of which was approximately sinusoidal, with crests occur-
ring in summer and hollows in winter. Along this curve, however, ran
smaller waves the crests and hollows of which corresponded with night-time
and day-time respectively. Tlie heat imparted to the air in its passage
through a jDroperly-develojjed mine is found to be fairly constant, the differ-
ence in ventilating action being due, not to it, but to variation in the tem-
peratiire of the outer atmosphere. The action of the induced natural ventila-
tion, however, increases rapidly with the depth of the mine. The author
investigates the different classes of mine ventilators, gives formulae for the
delivery, depression, velocity, etc., of the air, and illustrates the effects cf
these bv the aid of curves and characteristic surfaces. A. R. L.

Some Considerations in Reg^ard to the Internal Resistance of
Ventilators. — By J. Botjvat-Martin. Bull. Soc. Indust. Miti., 1915,
series 5, vol. vii., 23ages 273-296.

The writer examines some of the popular conceptions as to internal
resistance of mine ventilators, and the importance of large sectional areas in
the same. He establishes formulae for the various losses in the ventilators,
and illustrates the effects of their application by a series of curves. His
general conclusions are that the efficiency of a mine ventilator depends in a
high degree on the conditions attaching to the mine it.self , and that " internal
resistance " and " oi'ifice of passage," as applied to mine ventilators, are
improijer terms which have no meaning. A. R. L.

22 TRAXSACTIONS THE NORTH OK P^XCiLAM) INSTITUTE. [Vol Ixvi.

Irruptions of Quicksand in the Brovvn-coa.! Measures of North-West
Bohemia. — By A. Padour. Montaniat. Bunds., 1915, vol. vii., pages
205, 258, 295, and 338-341.

In some of the mines in North-West Bohemia the workings have been
pushed so rapidly that the composition of the roof had not been previously
examined. As a result quicksand beds were found in many mines above the
roof, and broke into the workings, jJouring in with disastrous results. From
1890 to 1900 twelve irruptions of sand took place. A scheme for counteract-
ing and avoiding the danger was therefore carefully drawn up, and the whole
question thoroughly studied.

The lie of the quicksand belt is chiefly along the line Briix-Bilin-Dux
(near Teplitz), and spreads over an area of 12 square miles (32 square kilo-
metres). The strata are generally aligned above the Coal-Measures, and are
found on the edges of the coal-basins, a few feet from the surface. The
bottom of the strata is generally from 118 to 295 feet (36 to 90 metres) above
the roof of the coal-seams. It varies much in thickness, and seldom consists
of pure sand, but is mostly mixed with clayey soil.

The chief method adopted to avert the danger of irruptions is to drain
the sand. Careful experiments have shown that, if a third of the water con-
tained in the sand is drained off, it ceases to move. A regular system of
drainage was established, and controlled by boreholes and shafts, and so soon
as the water was reduced to 20 per cent, of its original amount, it was found
possible to begin short stall work ; the withdrawal of less than that Cjuantity
would not ensure safety. The thickness of the intermediate strata was also
carefully noted, and the piessure of the sand determined from the boreholes.
When the thickness was about 260 to 330 feet (80 to 100 metres) there was no
danger of an irruption; if it fell to 65, to 160 feet (20 to 50 metres) immedi-
ate precautions were taken, and the sand was drained. There was less
danger with pillar-and-stall than with longwall working. Indications of
danger were given by the wetness of the coal, and also by certain movements
in the workings. The diameter of the drainage shafts was abovit 5 feet
(1'5 metres).

Another method of controlling the danger was to build dams with sluice-
doors, close to the boreholes, so as to hold back the sand after it had Ijeen
drained. Tliese dams are generally of brick, with lime or cement mortar.
Electric alarm-signals are also provided, and means of escape for the miners,
who are instructed to wat<!h for the first signs of danger. The height of the
workings depends on whether they are carried through drained or \mdrained
sand ; in the latter case they are not allowed to be more than 16 feet (5 metres)
high. By these two methods, of drainage and of dams, means of combating
the danger have been devised which have been found effectual.

E. M. D.

METALLUEGY, CHEMICAL INVESTIGATIONS, ETC.

Application a;f the Elmore Apparatus at the Guerrouma Mines. — By D.

DussERT. Bull. Soc. Indust. Min., 1915, series 5, vol. vii., pages
177-196.

The Bou Medran Mining Company, which holds the concessions
of Guerrouma and Nador-Chair in Algeria, has to deal with an ore composed
of blende, barytine, and siderose, the specific gravities of which differ little
the one from the other. Difficulties of separation and enrichment by the
ordinary methods have led to the application of the Elmore appai-atus.

1915-1916.] NOTES OF COLONIAL AND FOREIGN rAFERS. 23

Up to 1912, ore in small lumps liad been heated and sifted. The larger
grained enriched material resulting from this treatment had contained 45
per cent, of metal, and the residue from 38 to 40 per cent. 'ITiis residue was
now put through the Elmore apparatus, as a result of which its percentage
rose to 50. Despite local difficulties, which prevented the workings from
being grouped to the best advantage, satisfactory results were obtained, and
the manager of the mine, who writes the ai-ticle, recommends the process
for Algerian and Tunisian conditions of work. The Elmore apparatus is
described and illustrated, and tables of resiilts are annexed. A. R. L.

Coking: of Coal at Low Temperatures, with Special Reference to the
Properties and Composition of the Products. — By S. W. Paer

and H. L. Olix. Ball. Univ. Illinoi.s, 1915, vol. sii.. No. 39, pages

1-39.
Tuis report covers a series of stiidies made during the period from 1011
to 1913 on the coking properties of Illinois coal, and is a continuation of the
work described in Bulletin Xo. 60 of the University. Its distinctive feature
has been the use of an apparatus which would yield the main products of
coke, gas, and tar in quantities sufficient for a detailed s-tudy of these pro-
ducts, and, to a certain extent, in quantities sufficient for a determination of
their values by practical tests on a commercial .scale. In the experiments
described in Bulletin No. 60, the apparatus used had a capacity of 6 to 8
pounds of coal at a charge. Notwithstanding this limited capacity, certain
fundamental facts were developed, as follows: —

(a) The formation of coke depends upon the presence of certain constitu-
ents having a melting-point which is lower than the temperature at which
decompcsition or carbonization takes place.

(b) Oxidation of these compounds may easily take place, and the greatest
coking effect is obtained where the opportunity for the minimum amount of
oxidation has occurred. The condition prescribed, therefore, is that there
shall be the least possible exposure to oxidation either before or diiring the
process of carbonization.

(c) Coals containing an excessive quantity of the coking substance produce
a light porous coke. The texture of the product may be modified by use of
pressure and by close packing of the charge, and especially by mixing with
material which has already passed through the coking process. Such a mixture
px'ovides the jDhysical conditions whereby the gases formed may readily pass
out of the mass without carrying along the cementing substances.

(d) By the use of temperatures between 400° and 500° Cent., all the result-
ing products are of a type distinctly different from those obtained by the
TLsual high-temperatuie procedure.

An apparatus was designed to utilize about 100 pounds of coal. Experi-
ence in the use of the apparatus indicated also the main principles which
should be embodied in a commercial equipment. The coking process was
studied, and the mixture for producing the best product determined. It
was found that a smokeless fuel may be produced especially well adapted to
domestic purposes, including its use in open grates. Its freedom from tar
or condensable hydrocarbons makes it easily adapted to the generation of
producer-gas, thus affording a good substitute for anthracite coal in suction-
gas producer practice.

In the study of the composition and properties of the tar, this material
was found to have a very low content of free carbon, a relatively high per-

24 TRANSACTIONS THE N01?TTI OF ENGLAND INSTITUTE. [Vol. Ixvi.

centage of light boiling distillate, and an unusually liigli content of tar acids
01- phenols. Tlie latter fact is of special interest to the wood-preserving-
industry.

The following is a summary of the results of tho investigation: —

(1) Coke of good density and hardness may be made by mixtures of semi-
coke and raw coal, if both are finely divided and evenly mixed. A variation
is noticeable in the quantity of such non-coking material that may be in-
corporated with different coals.

(2) The coke resulting from the low-temperature process retains from
18 to 22 per cent, of volatile matter ; but, since it has been heated above
400° Cent., there should be none of the tar constituents remaining. The most
convincing test on this point, as also the best method of arriving at a con-
clusion as to its adaptability for such work, was to try out the material in a
suction-gas producer. The results indicated that no clogging effect whatever
resiilts, thus showing the absence of tar bodies. The physical operation of
the producer, as well as the grade of the gas produced, was fully equal, if not
superior, to the pierformance of the plant when anthracite was used.

(3) The semi-coke has such an amount of volatile matter remaining,
together with the right degree of coherence, as to make it especially well
adapted for household use. It is clean to handle, free from dust, and burns
without smoke or the formation of soot. Especially to be noted in this
connexion is its ability to retain a fire without undue attention as to draughts,
etc.

(4) The average specific gravity of the tar is 1,069. It is rich in low-
boiling distillate passing over at 210° Cent. Tliis product averages 18 jjer
cent, of the total. ■ Tlie pitch residue amounts to approximately 30 per cent.,
and is remarkably free from precipitated carbon.

(5) The adaptability of the tar for wood-preservation processes seems to
be indicated by the high percentage of tar acids. These constituents make
up from 28 to 30 per cent, of the crude material. The larger part, about
22 per cent., is found in the second distillate (210° to 325° Cent.), only
about 7 per cent, coming over below 210° Cent.

(6) Approximately 10 per cent, of the crude tar is found to be low-boiling
distillate free from the tar acids and suitable for use in internal-combustion
engines.

(7) Naphthalene is absent. Tlie free carbon in the crude tar is less than
2 per cent., and the residual product after the light distillate and heavy oils
are removed would be classed as hard pitch.

(8) One principal feature results from this study of these various sub-
stances, namely, that all three of the general divisions of coke, tar, and gas
have specific properties of an especially valuable sort, a conclusion which
would indicate that the process of coking at low temperatures could be estab-
lished successfiilly on a commercial basis. . A. P. A. S.

MECHANICAL ENGINEERING, ELECTRICITY IN MINES, ETC.

Experiments on Wire Ropes. — By J. Divis. Montanist. Bunds., 1915, vol.
vii., pagec 594-598 and 626-629.

These experiments were made in order to test the modulus of elasticity,
and the bending and tensile stresses of interwoven wire ropes, for winding in
mines, and the elasticity of smooth, rusty, and galvanized wires was deter-
mined. The separate strands in an interwoven wire rope are known to be

1915-1916] NOTES OF COLONIAL AND FOREIGN PAPERS. 25

differently stressed from the complete rope. One rope, 62 feet long, used had
twelve strands. The weight on it was increased from 50 to 350 kilogrammes
(110 to 770 pounds), and it stretched about a third of an inch for each increase
of 50 kilogrammes. Another rope, 62J feet long, with seven strands and a
thickness of | inch (3 millimetres) was found to stretch ^^; inch (5'25 milli-
metres) for every 66 pounds (30 kilogrammes) weight upon it. The modulus
of elasticity for ingot-iron wires was detei-mined at 40,000 pounds; and for
steel wires, 48,400 i?ounds. The wire ropes were next tested up to breaking-
jjoint by a weight suddenly thrown on them. The weight was 8'8 pounds,
and the drop 3^ feet. Common iron-wire rope broke at the first jerk; a six-
strand rope covered with hemp bore hundreds of jerks without giving way.
In the bending tests the strands of the rope soon parted, and the number of
turns needed to break them was noted. One ro2>e broke up entirely after 302
twists; in another the first strand parted at the 230th Ijend, the last at the
449th. The radius of twist allowed was f inch (10 millimetres). The lengths
of rope used were about 62 feet.

These three tests — of stretching, sudden jerk, and bending or twisting —
show why winding-ropes sometimes break after being in use a relatively short
time. The writer thinks that the durability of a rope — that is, the number
of bends that it vrill bear before breaking — follows a parabolic law which, for
a rope of given thickness and a given diameter of pulley, can be determined.
A definite ratio between these two factors has been shown in practice to exist.
The best test is, however, to calculate the rope for tensile stress, since neither
bending nor torsion stresses can be exactly determined. Count must be taken,
however, of these, becavise, if they are omitted, a larger factor of safety must
be allowed. Tliis is also necessary on account of the " weaving angle " of
the strands, the stresses on which are greater than if the rope were simply
twisted together. E. M. D.

Employment of Mechanical Drills in the Mines of Constantina. — By — .

FoRTiER. Bull. Soc. Indust. Min., 1915, series 5, vol. vii., pages 233-259.
In Constantina (Algeria) and its neighbourhood, zinc, lead, and copper
were until recently obtained from surface-workings. It ha.s now become neces-
sary to resort to underground mining, and the quality of the ores won has also
fallen off. Since 1909, mechanical drilling has sui>erseded hand-work. In five
groups of mines there are seventy portable pneumatic drills in use, in each
case fed by compressed air from an installation at bank. Of these drills,
sixty-four are of the Flottmann, three are of the Hardy-Simj^lex, and three of
the Ingersoll type. Some other mines use electro-pneumatic drills of the
Temple-Ingersoll jiattern, worked from underground installations. Under
suitable conditions, the mechanical drills are found to give better results
than hand-work; but their great advantage in the Constantina district is that
they enable a much larger output jjer man to Ije attained. Since the supply
of labour in the district is limited, they admit of much more extensive opera-
tions being carried on with the staffs available than had been possible with
hand-woi-k. The native workmen have taken readily to them, and their
earnings have increased since the introduction of mechanical drills. A.R.L.

Electrification of the Mines of the Cleveland-Cliffs Iron Company. — By

F. C. Stanford. Journ. Lake Superior Min. Itist., 1914, vol. xix.,
pages 189-222.
The first electrical equipment was installed by the company in 1880,
and consisted of an arc lighting plant for the illumination of open-pit work-

26 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

ings. In 1894 the first electric underground locomotive was installed, and this
was followed b}' others in 1898 and 1901, all of which are now in use at the
Lake Mine.

The principal generating station is a hydro-electric plant near Marquette,
which has a normal rated capacity of 5,600 kilowatts. Tlie generating equip-
ment consists of two Allis-Chalmers 2,800-kilowatt 2,300-volt three-phase 60-
cycle generators, direct connected to high-head turbines. Each exciter is of
sufficient capacity to provide excitation for both units if necessary, and is
mounted in shaft extensions outside the main bearings. All circuits are con-
trolled by solenoid-operated oil-switches, which are each placed in individual
brick-and-concrete compartments, one switch being provided for transformer
control, two for generator control, and two for local feeders.

The principal mines of the company are so located that the change from
steam to electric power, and the use of electric power for the development of
new mines, have been accomplished without difficulty and with very satis-
factory results, and the new plant has proved entirely adequate to meet any
conditions that may be expected in iron-mining.

Nineteen mines are now connected by electric lines, all of which, with
the exception of one, are either producing or are under development. In
addition, the Pioneer furnace at Marquette is connected to the system.

A. C.

Loading of Mine Cag'es by Electrical Means. — By — Winteejieter.
Montanist. Bunds., 1915, vol. vii., pages 677-680.

The loaded tubs are run on level rails, and are seized and pushed into
the cages by a mechanical contrivance worked by an electromotor. The latter
acts automatically on the tubs by a catch of some kind, either a rack, a lever
which pushes the tub along, or a carrier. The electromotor runs sometimes
in one direction only, but is occasionally reversible.

The method of acting on the tubs by a rack dates from 1905. The rack is
driven by automatic gearing from a 2-horsepower motor ; it runs on rollers,
and carries a catch which pushes the tub into the cage. Another arrangement
is the Wolff lever, on which a 4-horse]>ower electromotor acts through a cog-
wheel. The lever is carried along, and drives the tub into the cage in about
6 seconds, the thrust being 440 pounds. The third system, the Heintz, is
that of a carrier running on rails, and is worked by a cord and drum. The
rotation of the drum drives the carrier forward and with it the tub, which is
pushed in front ; the carrier is brought back into position by balance-weights.
Sometimes there is a movable ram ; at other times the carrier is worked by
an endless chain, or the rails are inclined. The action with all these
mechanisms is automatic. In a system not yet much known, but which the
writer thinks good in principle, and likely to succeed, the electromotor itself
is placed on the carrier. This method entails little alteration in existing
arrangements, either at bank or at the pit-bottom. E. M. D.

Modern Electrically-driven Ventilators in Mines. — By — Wendriner and
K. Ri'TCKERT. ' Zeitschr. f. Berg-, Hiitt.- u. Salincnwes., 1915, vol.
Ixiii., pages 246-283.

The subject dealt with in this paper is the efficiency of electric motors
driving ventilators in mines, and their capacity for varying the load. The
quantity of air required for ventilation is determined by careful calculation.

1815-1516.] XOTES OF COLONIAL AXD FOREIGN PAPERS. 27

but it does not remain constant: it varies from time to time, according to
the special needs of the mine at the moment. The air-currents must be
regulated on Sundays and during the layiug-out of the mine, and a reserve of
power is also necessary in the ventilation, as it is impossible to say how far
it may be desirable to drive the levels. Ventilation may be reduced either by
throttling the airways, or by regulating the rotary speed of the electric
motors. Tlie difficulty is that these motors can only be worked economically
when driven at full speed. The writer passes in review the different methods
adopted to regulate the load, and thus the quantity of air supplied. Both
direct-current and induction motors are used, but the former are not econo-
mical unless the power is supplied from a central installation. There is less
loss of poMer with alternating current and induction motors; they are less
costly and .simpler, but their efficiency varies in direct ratio to variations in
the speed.

In order to remedy this evil, several kinds of equalizing machinery have
been adopted. The speed can be controlled by changing either the tension,
or the strength of the field, or by swdtching off the brushes on the com-
mutator. None of these arrangements is desirable. An alternative and
better method is the cascade system, which constitutes a second motor, or a
combination of continuous current and alternating current. The writer gives
two or three examples of cascade motoi-s, and plots their different efficiencies
in a curve. A cascade motor of 650 horsepower with transformer is now
working in a mine at Dortmund.

The main jDnnciple to be kept in view, in the choice of an electric motor
for ventilation in mines, is that the quantity of air supplied and the efficiency
of the system vary in direct proportion to the speed of rotation of the motor.
The object aimed at is to obtain both the maximiim efficiency of the electric
plant, under the given conditions of the mine, and the careful regulation of
the amount of air supplied. The writer considers that the cascade system, by
which the load can be easily regiilated, has a great economic future before it,
and that it best meets these varying requirements.

E. M. D.

Solenoid Cables with Induction-coils for Telephoning: in Mines. — By W.

SiEPRAWSKi. Montanist. Bunds., 1915, vol. vii., pages 474-475.

The principle on which the invention here described is based is that of
a solenoid cable which hangs loose in a shaft, and is connected to an induc-
tion-coil, attached to the cage in such a way that, as the cage ascends and
descends, the induction-coil is led through and slips over the solenoid. The
cable can thus be utilized for the transmission of telephonic messages from
the pit-bottom to the surface, and vice versa. It consists of an iron core, the
different strands of which are isolated by a layer of shellac or pitch ; the wire
is wound round it in a cylindrical helix constituting the solenoid, and is stir-
rounded with good insulating material as a covering. The induction eoil
which encircles the solenoid cable is not closed, but is shaped like a hoi-se-
shoe, in order that it may slide the more easily over the cable. In the case
of a deep shaft, the cable should not hang loose ; it is better to have it held
in position from the sides. The writer suggests that this system of solenoid
cable can be adapted for military telephony.

E. M. D.

28 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol. Ixvi.

ADMINISTRATION AND STATISTICS.

Petroleum and the War. — By A. Gotselin. Soc. Ingen. Civils France,
Proces Verbal, 1915, pages 188-207.

Observing that Galicia, Alsace, and Rumania were the chief sources of
Germany's supply of petroleum, the author shows that only the Rumanian
supply is now of much cousec£uence. The Galician fields have suffered con-
siderably during the war, and Alsace and Wietz together produce only
130,000 tons per annum. In 1914, Rumania consumed 782,000 tons of her
own total production of 1,783,000 tons. In regard to storage, the

forty tanks for the reception of the oil at the petroleum port
of Constantza can take about 6,927,600 cubic feet (196,250 cubic metres). Of
this 3,530,000 cubic feet (100,000 cubic metres) are held by the Germans and
882,500 cubic feet (25,000 cubic metres) by Americans, only four of the tanks
being controlled by Frenchmen. Tlie port exported 850,000 tons in 1913, but,
owing to the closing of the Dardanelles, it exported only 450,000 tons in 1914.
In order to ease the railway traffic, the Government decided to lay three
Ijipe-lines from the wells to the sea, and but for the war these would have
been completed by the beginning of 1915. One of these, in part 9 inches
(22S'6 millimetres) and in pai't 10 inches (254 millimetres) in diameter, was to
convey a million tons of crude petroleum per annum, and the other two of
5 inches (127 millimetres) in diameter were to convey 350,000 and 400,000 tons
of distilled petroleum respectively per annum. The pipes were to be sunk
about 24 to 28 inches (60 to 70 centimetres) in the earth. The cost of the
installation was set at =£1,000,000 (25,000,000 francs). The author exposes
the bribery and other methods adopted by the Germans to obtain complete
command of the industry. _ At Braila, a Germany company, the Credit
Petrolifer, had installed ten tanks of a total capacity of 22^500 tons. At
Giurgevo, another German company, the Steana Romana, owned tanks of
a total capacity of 10,800 tons.

A large fleet of tank barges on the Danube and extensive works of all
kinds in connexion with the industiy have been created and financed by
Germans. Galicia's production of petroleum fell from 52,000 tons in August,
191'!, to 19,000 tons in October, 1914, after which it gradually rose again to
46,800 tons in April, 1915. Much of this was sent to Fiunue, and it was here
that the Austrian submarines probably obtained their supplies.

A. R. L.

Movements of Mang^anese Ore. — By A. de Keppen. Co7n. Cent. Houill.
France, 1915, Circulaire No. 5046, pages 1-9.

The author goes into the question of the German production and impor-
tation of manganese. He finds that the production of German ores containing
high percentages of manganese is very small.

A German official enquiry, made with the view of fixing a new special
tariff for the carriage of manganese by rail, showed that in 1912 2,877,995
metric tons of iron ore contaimng less than 12 per cent, and 300,077 tons con-
taining from 12 to 30 per cent, were produced, while the production of ores
containing more than 30 per cent, of metallic manganese, which in 3910 had
amounted to 474 tons, had in 1912 decreased to 149 tons. These latter were
obtained from small workings in Hesse, Saxe-Coburg-Gotha, and Waldeck.
Meanwhile Germany, having gradually become the chief consumer of man-
ganese, imported 680,371 tons of it, worth about =£1,400,000 (28,000,000 marks)

1915-1916.] NOTES OF COLONIAL AND FOREIGN PAPERS.

in 1913. Of this, 447,000 tons came from Eussia and 177,638 tons from the
British East Indies, while 27,467 tons were sent bv Spain, and 21,873 tons by
Brazil. In the same year Luxemburg imported 69,717 tons of manganese from
Eussia, 42,356 tons from the British East Indies, 883 tons from Brazil, and
15 tons from Spain. It is worthy of note that in 1912 Luxemburg had taken
73,608 tons from Eussia and Greece and 56,172 tons from the British East
Indies. A. E. L.

Mineral Production of India During 1913 and 1914. — By H. H. Hayden.
Bee. Geol. Surv. India, 1915, vol. xlv., pages 158-208.
The following table has been compiled from the statistics contained in
this report, and shows the quantities and values of the more imijortant
minerals produced during the years 1913 and 1914: —

1913.

1914.

Increase or
Decrease

Mineral.

Quantity.

Value.

Quantity.

Value.

in value
over 1913.

Per cent.

Alum, in cwts.

7,842

3,794

8,731

4,649

-f 22-5

Amber, in cwts. . .

274

^ 844-8

Bauxite, in tons . .

1,184

514

- 3-0

Building materials,

etc.

243,495

214,421

- 11-9

Chromite, in tons .

5,676

2.435

5,888

2,611

+ 7-2

Clay, in tons

47,422

2,744

54,740

2,567

- 6-5

Coal, in tons

16,208,009

3,798,1.37

16,464,263

3,907,380

+ 2-9

Copper- ore, in tons

3,810

8,650

5,324

7,294

- 15-7

Corundum, in cwts,

8,924

2,215

2,360

447

- 79-8

Diamonds, in carats

115 7

1,794

54-65

791

- 55-8

Garnet, in cwts. . .

334

1,288

21,906

4,806

- 273-1

Gold, in ounces

595,761

2,291,917

607,388

2,338,355

^ 2-0

Gypsum, in tons . .

24,961

1,071

22,268

979

- 8-6

Iron-ore, in tons . .

370,845

39,680

441,674

40,665

+ 2-5

Jadeite, in cwts.*. .

3,281

24,093

9,925

40,092

+ 66-4

Lead and lead-ore.

in tons . .

20,325

113,023

33,685

202,330

+ 79-0

Manganese-ore, in

tonsf

815,047

1.211,034

682,898

877,264

- 27-6

Mica, in cwts

45,761

347,451

40,507

237,310

- 31-7

Monazite, in tons .

1,235

42,012

1,186

41,411

- 1-4

Ochre, in tons

5,067

919

608

157

- 82-8

Petroleum, in galls.

277,555,225

1,034,586

259,342,710

958,565

- 7-3

Platinum, in ounces

57-7

324

36-7

213

- 34-3

Euby, sapphire, and

spinel, in carats .

278,706

55,542

304,872

43,1.33

- 22-3

Salt and rock-salt,

in tonsf .

1,473,189

541,447

1,348,225

483,289

- 10-7

Saltpetre, in cwts. .

14,461

200,803

15,489

272,462

4- 35-7

Samarskite, in cwts.

121

-;-1628-5

Silver, in ounces . .

125,209

15,338

236,446

26,896

-r 75-4

Steatite, in tons . .

2,524

6,700

999

4,131

- 38-3

Tin and tin-ore, in

cwts.

7,064

46,401

7,359

38,203 '

- 17-7

Tungsten- ore,intons

1,688

127,762

2,326

178,543

- 39-7

Zinc-ore . . . . '

3,871

4,871

8,553 ,

10,762

+ 120-9

Export values. f Value f.o.b. at Indian ports.

J Value without duty.
A. P. A. S.

30 TRANSACTIONS THE NOiriTI OF ENGLAND INSTITUTE. [Vol. Ixvi.

Supply of Mineral Fuel to Paris Before the War: Importance of the
Port of Rouen for the Supply of Paris. — By A. de Keppen.
Com. Cent. Hoiiill. France, 1915, Circulaire No. 505G, pages 1-14.

Premising that the quantities of mineral fuel required by capitals like
Paris, Petrograd, Berlin, and Vienna exceed those of agricultural produce
and other stores, and have to be brought from greater distances, the author
calls attention to the high importance of these supplies. The mineral fuel
.supplied to the Deijartment of the Seine in 1911, for which year statistics are
available, was 3,005,800 metric tons from France, 1,302,500 tons from England,
698,100 tons from Belgium, and 299,100 from Germany, giving a total of
5,305,500 tons. Of the French supply, 9807 per cent, came from the
Valenciennes basin. The coal reached Paris partly by rail and partly by the
navigable waterways. Of the goods brought to Paris by the waterways, 37'8
per cent, was mineral fuel. The fuel per head of population was about 1'714
metric tons. The estimated distribution of the total was as follows : —
1,479,500 tons for the gas industry, 60,000 tons for large-scale metallurgical
purposes, 2,300,000 tons for other branches of industry, and 1,071,000 tons for
household use. Since the mines of Valenciennes are in the war area, the
supply through the port of Roaien, 90 per cent, of which comes from Great
Britain, becomes all-important. In 1913, 73-34 per cent, of the fuel sent
through this port to the interior of France went by water, and 26"66 per cent,
by rail. The great majority of the supply was for Paris, which, indeed,
takes 78 per cent, of the coal sent by water from Rouen, as well as more than
half a million tons sent by rail. In 1911, Rouen also received important
consignments of coal from Belgium and Germany by rail and waterway, and
transmitted it to the interior. A large part of this came by several canals,
which were connected with the Belgian and German networks of waterways.

The author concludes his article by drawing particular attention to the
importance of the British supply and of the port of Rouen.

A. R. L.

Miners' Wash-and-Change-Houses. — By Joseph H. White. Bur. Mines,
1915, Technical Paper No. 116, pages 1-27.

Among the investigations that the Bureau of Mines is directed by law to
undertake are tho.se dealing with the health of miners and the improvement
of sanitary conditions at mines. Many mining companies, large and small,
are providing buildings where miners may remove their soiled working-
clothes, bathe, and put on clean, dry clothing before returning to their
homes.

Wash-and-change-houses for miners are required by law in Arizona,
Illinois, Indiana, Kansas, Montana, Oklahoma, and Pennsylvania. In some
of these States the law reads that the wash-and-change-house shall be
established only after it has been petitioned for by a certain number of the
workmen. Wash-and-change-houses were established in some before the
passage of the law; and, although not required by law, they exist in
Alabama, California, Colorado, Kentucky, Michigan, Minnesota, Missouri..
Nevada, New Jersey, Texas, Washington, West Virginia, and Wyoming.
Some of the best wash-and-change-houses are to be found in Michigan,
Minnesota, and Alabama.

It has been stated that the miners would not and do not take advantage
of wash-and-change-houses after they have been erected. Companies holding

1915-1916.] NOTES OF COLONIAL AND FOREIGN PAPERS. 31

back because of this belief cau have reasonable assurauce that a modern
wash-and-change-house will be used by a large percentage of the men.
Information that has been obtained concerning several thousand miners who
were provided with wash-and-change-house facilities shows that an average
of about 85 per cent, of the total number on the pay-roll used the wash-and-
change-houses daily. In a large number of the cases reported there was a
fee, varying from 2s. to 4s. i)er month, for the use of the wash-and-change-
house. One company making a charge of 2s. a month for the use of lockers
and the bath privileges claims that the charge causes the men to make better
use of the facilities provided. At the outset there are some who will not
use it, as miners, particularly the older ones, take slowly to innovations.
The number of users, however, steadily increases.

The paper gives advice on the selection of sites and plans of wash-houses,
their construction, lighting, heating, and equipment.

A. P. A. S.

Dimensioning: of Coal-mines. — By Dr. Barvik. Montaiiist. Bunds., 1915,
vol. vii., pages 293-295 and 529-531.

The Austrian mining laws lay down that the superficial area of a mine,
the configuration of which should be a right-angled ijarallelogram, shall be
not less than 58,958 square yards (45,116 square metres). The breadtli of the
mine is not to be less than 347 feet (106 metres). Difficulties with mining
leases are caused by these regulations, and the exact area cannot always be
determined. Tlie writer discusses whether it is possible to comply with them
at one and the same time by any manijDulation of the above two values, and
comes to the conclusion that whole numbers can only be obtained by reducing
the figures to millimetres. Even this method will give merely an approxi-
mation to the official stipulations. The writer endeavours by calculation
to work out such a value for the superficial area of the mine that every whole
number within two limits, if taken for the one dimension, shall always
admit of a corresponding whole number for the other.

E. M. D.

Safety in Stone-quarryingr- — By Oliver Bowles. Bur. Mines, 1915,

Technical Paper No. Ill, 2)ages 1-48.

This paper descril>es the results of an investigation of safety conditions
in stone-quarrying — moi'e esjiecially in the quarrying of marble. Its pui'pose
is to point out the chief causes of accidents in stone-quarries, and to suggest
preventive measur'es and devices. Many of the suggestions are applicable to
all types of rock excavation, but chiefly relate to marble-quarrying. Accident
prevention is considered from three points of view — safety in equijinient,
safety in quarrying methods, and safety through proper care. The paper
also describes methods of first aid in case of accident, and includes a list of
typical quarry accidents that have come to the writer's notice.

A. P. A. S.

32 TRANSACTIONS THE NORTH OF ENGLAND INSTITUTE. f Vol. Ixvi.

II.— LIST OF B^ATAL AND NON-FATAL EXPLOSIONS OF FIREDAMP OR
COAL-DUST FOR THE YEAR 1915.

Compiled by PERCY STRZELECKI.

Table I. — Summary of Explosions op Firedamp and Coal-dust in the
SEVERAL Mines-inspection Divisions during 1915.

Minea-inspection Division.

Fatal Accidents.

Non-fatal Accidents.

No.

Deaths.

Injured.

No.

Injured.

Lancashire, North Wales,

and Ireland

Midland and Southern ...
Northern ...

Scotland

South Wales

York and North Midland

Totals

1
4

1
8

1
1

1
20

7
11

1
1

0
6
1
10
0
0

0
9
7

35
16
13

18
8
40
22
18

106

Table I[. — List of Fatal Explosions of Firedamp or Coal-dust in
Collieries in the several Mines-inspection Divisions during 1915.

1915.

Colliery.

County.

Mines-inspection
Division.

Deaths.

No. of
Persons
Injured.

1914.

Dec. 31, 230

Blaengwawr

Glamorgan ...

South Wales...

Jan. 8, 10-30

Deans, No. 3 (Oil-
shale)

Linlithgow ...

Scotland

„ 17, 17-0

Minnie Pit

Stafford

Midland and
Southern

„ 24, 22-30

Rosshill (Oil-shale)...

Linlithgow ...

Scotland

Feb. 17, 7-30

Bridgeness(No. 2Pit)

Linlithgow ...

Do.

Mar. 27, 7-15

Blairmuckhill

Lanark

Do.

April 26, 7-30

Duddingston, No. 3
(Oil-shale)

Linlithgow ...

Do.

„ 26, 11-0

Brayton Domain
(No. 4 Pit)

Cumberland ...

Northern

June 10, 8-30

Fauldhead(No.3Pit)

Dumfries

Scotland

July 20, 9-30

New Hem Heath ...

Stafford

Midland and
Southern

,, 20, 15-45

Ardeer East (No. 4
Pit)

Ayr

Scotland

Aug. 25, 7-30

Baads (No. 42 Pit) ..

Edinburgh ...

Do.

Sept. 6, 22-40

Blackwell ("A" Pit)

Derby

York and North
Midland

Oct. 8, 6-0

Top-o'-th'-Meadow ..

Lancashire ...

Lancashire,
North Wales,
and Ireland

„ 22, 5-55

Pennant Hill

Stafford

Midland and
Southern

Nov. 30, 9-0

Mid-Cannock

Do.

Midland and
Soutliern

1915-1916.

1, 1ST OK EXILOSIONS, 1915.

Table III.— List of Non-fatal Explosions of Firkdamp or Coal-dust in
Collieries in the several Mines-inspection Divisions during 1915.

1915. Colliery. !

County.

Mines-inspection pN°-°^f
Division. Injured.

Jan. 8,12-10 Milfraen '

Monmouth

South Wales ..

8,14-0 Gilbeitficld

Lanark ...

Scotland

„ 9; U-30 Seven Sisters

Glamorgan

South Wales ...I

„ 12. 90 1

Do '

Do.

., 13. 19-30 '

Blaen-cae-gurwen ...'

I'O.

Do.

,. 20, 19-15

Stourbridge Kxtension j

Stafford

Midland and
Southern

., 26, 8-0

Blackrigg(No. 3 Pit)...

Linlithgow

Scotland

., 27, 5-10

Calderbank '

Lanark

Do.

.. 29, 7-45

Duffrvn Amman ...■

Carmartbeu

South Wales ...

,. 30. 11 -30 1

Polbeth, No. 26 (Oil-
shale)

Edinburgh

Scotland

Feb. 5, 22-30

Varteg Hill

Moiimoutli

South Wales ...

„ 17, 40

Bannockburn ...

Stirling

Scotland

„ 17, 7-0

Kenmuirhill (No. 1 Pit)

Lanark ...

Do.

„ 19, 7-30

Dalkeith

Edinburgh

Do.

„ 24, 4-15

Carberry

Do.

Mar. 9, lO'O

Temple

York

York and North
Midland

„ 22, 7-0

Go van (No. 5 Pit) ...

Lanark ...

Scotland

,. 25. 10

Brancepeth (■' B " Pit)

Durham

Northern

„ 30. 15-;i0

Plenmeller

Northumberland

Do.

April 1. 12-20

Olosucha

Carmarthen

South Wales ...

1, 17-30

Ton Phillip

Glamorgan

Do.

6. 0-10

Corr-tt'e Yale

Do.

6, 7-30 Aikenhead

Renfrew

Scotland

6, 13-45 Lodge Mill

York ... J..

York and North
Midland

9, 14-30

Wentworth Silkstone..

Do.

9, 20-0

Pennant Hill

Stafford

Midland and
Southern

May 2, 210

Auchingeich

Lanark ...

Scotland

9, 7-30

South DuflEryn Level ...

Glamorgan

South Wales . .

„ 12, 16-0

Clynmil

Do.

„ 16,11-45

Hartley Bank

York

York and North
Midland

„ 24, 13-45

fiain

Lanark ...

Scotland

,. 26, 9-15

Murdostoun (No. 3 Pit)

Do. ...

Do.

„ 30, 15-35

Gilbertfield

Do.

„ 31, 8-30

Do.

June 8, 13-45

Queenslie

Do.

„ 19, 2-30

GrifE (No. 4 Pit)

Warwickshire ...

Midland and
Southern

„ 21, 9-30

Preston Links

Haddington

Scotland

„ 25,11-0

Roman Camp No. 3
i (Oil-shale)

Linlithgow

Do.

July 8, 1-0

Cadley itill

Derbyshire

Midland and
Southern

8, 13-30

Stanley

Derby

York and North
i Midland

„ 10, 10-0

New London ...

Nottingham

Do.

vol.. LXVr.— 1916. 1916.

c E

TRANSACTIONS THE XORTII OF KNGLAND INSTITITE. [Vol. Ixvi.

Table III. — Continued.

1915.

Colliery.

County. 1

Miues-iugpectioD
Division.

No. of '
PerRODB
Injured.

July Ifi, 14 0

Calderbank

Lanark ...

Scotland

1 „' 17, 10-30

Pleasely

Derby

York and North
Midland

„ 23. 90

Newfarm (Oil-shale) ..

Edinburgh

Scotland

„ 30, 6-40

Britain ...

Derby

York and North
Midland

Aug. 1. 12-30

Hillripg

Lanark ...

Scotland

2, 8-10

Shawfield

Do.

1 „ 5, 100

Grovesend

Glamorgan

South Wales ...

6. 140

Marley Hill

Durham

Northern

„ 23, 6-15

Lons<lajids

York

York ;ind North
Midland

•i „ 23, 23-30

Drumbow (No. 1 Pit) ,.

Lanark

Scotland

Sept. 1,12-30

Conduit...

Stafford

Midland and
Southern

1, 19-30

Ellington

Northumberland

Northern

4, 1-0

Pent re (Landore)

Glamorgan

South Wales ...

„ 14, 15-20

Bowhill

Fife

Scotland

■ „ 17,12-30

Calderbank

Lanark ...

Do.

„ 24, 13 30

Pilsley

Derby

York and North
Midland

., 25, 6-30

Newfarm (Oil-shale) ...

Edinburgh

Scotland

„ 29, 7-45

Wernlas

Glamorgan

South Wales ..

Oct. 17, 7-0

Central .Silkstone

York

York and North
Midland

„ 17,11-0

Kinglassie

Fife

Scotland

„ 20,11-0

New London ...

Nottingham

York and North
Midland

„ 22, 12-0

East Plean (No. 4 Pit)

Stirling

Scotland

„ 27, 12-45

Woodend

Linlithgow

Do.

„ 30, 15-0

Wei Lesley

Fife

Do.

^ov. 1, 145

Whitwick

Leicestershire ..

Midland and
Southern

„ 1. 6-40

Swanwick

Derby

York and North
Midland

8, 6-0

Dalkeith

Edinburgh

Scotland

„ 8.11-30

Bredisholm (No. 3 Pit)

Lanark ...

Do.

9, 3-30

Hattonrigg

Do.

9, 9-16

Kenmuirhill (No. 1 Pit)

Do.

9, 7-20

Dockra (Ironstone) ...

Ayr ...

Do.

„ 11, 8-0

Granville (No. 1 Pit)...

Derbyshire, S. ...

Midland and
Southern

„ 11, 14-50

Shut End

StaflEord

Midland and
^outhern

„ 11, 16-15

Liverton

Yorks, N.R. ..

Northern

„ 19, 17-0

Caerau (Ko. 3 Pit) ...

Glamorgan

South Wales ...

„ 20, 9-0

Ynyscedwyn

Brecon ...

■

Do.

Dec. 9, 3-40

Sandwell Park

Stafford

Midland and
Southern

9, 19-30

Plenmeller

Northumberland

Northern

„ 29, 1215

Kilton

Yorks, N.R. .

Do.

106

Woop Memorial Hall, and Offices op The North of England Institute of Minino
AND Mechanical Engineers, Newcastle-upon-Tyne.

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

300

200

100

/ 161

9L6L

09U

f i3l

S16L

t-iei

ovSl

S16L

EZSL

5L0L

8651

net

Zirei

0161

1981

6061

8581

8061

8Gei

Z061

ZObl

9061

6f8l

SOBl

ssei

toei

osei

eo6i

5181

506 L

8851

1061

9551

0061

S851

6681

6151

8681

1 ,

08U

Z681

91U

9681

0501

S68L

986

t68L

818

8681

OVL

5691

169

1681

0Z9

0681

989

6881

Z89

8881

t69

Z88L

15Z

9891

otz

S881

*ll

*88l

858

£881

588

588L

6 18

188L

198

0881

Z68

6Z81

i-ee

8Z8L

896

/Z8L

tZ6

9Z81

916

SZ81

1 ,

>89

tzsi

Z18

SZ81

1 ,

59Z

5Z81

05Z

IZ8L

959

0Z81

919

6981

11-9

8981

66*

Zg8L

es*

9981

80*

5981

988

V98t

5*8

8981

088

5981

95S

1981

058

0981

OiS

6S81

l995

8S81

*95

ZSS

095

9S£

885

9S8L

081

1-981

5ZL

8981

8*1

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

300

20b

100

THE NORTH OF ENGLAND INSTITUTE

iniiig aii^ Pcc|nnJcaI (^iigbieers.

ANNUAL REPORT OF THE COUNCIL

AND

ACCOUNTS FOR THE YEAR 1915-1916;

LIST OF

COUNCIL, OFFICERS AND MEMBERS

FOR THE YEAR 1916-1917 ;
ETC.

1915-1916.

NEWCASTLE-UPON-TYNE : PUBLISHED BY THE INSTITUTE.
Printed by Andrew Reid & Company, Limited, London and NEWCASTLE-uroN-TYNE.

1916.

CONTENTS.

Annual Report of the Council, 1915-1916 ... ... ... ... .. v

Annual Report of the Finance Committee, 1915-1916 ... ... ... viii

General Statement, June 30th, 1916 ... .. ... ... ... ... ix

The Treasurer in Account with The North of England Institute of Mining

and Mechanical Engineers for the Year ending June 30th, 1916 ... x
The Treasurer of The North of England Institute of Mining and Mechanical

Engineers in Account with Subscriptions, 1915-1916 . ... ... xii

List of Committees appointed by the Council, 1916-1917 ■■ ... ••• xiv
Representatives on the Council of The Institution of Mining Engineers,

1916-1917 xiv

Officers, 1916-1917 xv

Patrons ..'. ... ... ... ... ... ... ... ... ... x\i

Honorary Members ... ... ... ... ... ... ... ... ... xvi

Members ... ... ... ... ... ... ... ... ... ... xvii

Associate Members ... ... ... ... ... ... ... ... ... 'xli

Associates ... ... ... ... ... ... ... ... ... ... xliv

Students ... ... ... ... ... ... ... ... ... ... 1

Subscribers ... ... ... ... ... .. . ■ li

ANNUAL REPORT OF THE COUNCIL.

THE NOETH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEERS.

ANNUAL REPOllT OF THE COUNCIL, 1915-1916.

The Institute has sustaiued a great loss through the death of
Mr. John George AVeeks, who was elected a member in the year
18()5, vserved on the Council continuously from the year 1877,
and was elected President in 1900. He contributed largely to
tlie discussions, and took a great interest in the affairs of the
Institute.

The Council also deplore the deaths of the Honourable Lord
Ninian Edward Crichton-Stuart, and Messrs. Robert Curweu
Richmond Blair, Georg'e Dixon, Oscar Earnshaw, Edward
Maurice Gregson, Thomas John Muse and George Henry Hall
Scott, who were killed in ilie European War, and the deaths of
the following- gentlemen who died during the year: — Members:
Philip Francis Burnet Adams, Thomas Arnold, Thomas Bailes,
David Burns, John William Fryar, Alfred Edward Hale,
AVilliam Harle, Talbot Richard Lonsdale and Marshall Nichol-
son. As,sociate members : Colin Armstrong Ferguson and James
Kirkley. Associate: William Pattison.

A decrease in the membership has to be reported for the sixth
year in succession. The additions to the register, and the losses
by death, resignation, etc., are shown in the following table: —

1910.

mi.

1312.

1913.

1914.

1915.

1916.

Additions

Losses

105

Gain . . .

—

Loss . . .

—

The membership for the last six years is shown in the follow-
ing table : —

Year ended August 1st. ISU. 1912. 1913. 1914. 1915. 1916.

Honorary members

... 27

Members

921

893

874

846

824

780

Associate members

... 107

101

100

Associates

... 209

204

205

206

207

205

Students

... 43

Subscribers

... 35

Totals

... 1,342

1,298

1,273

1,242

1,214

1,160

VI ANiVUAL REPORT OF THE COUNCIL.

The Coimcil is compiling- a list of members serving' with
His Majesty's Forces at home and abroad, and, in order to niake
the list as complete as possible, will be pleased to be advised of
any members serving-.

Dr. J. B. Simpson has presented i)ortraits of Sir Humphry
Davy, Dr. W. lleid Clanny, George Stephenson, John Buddie,
Nicholas Wood and the Eev. John Hodgson, and also a steel
mill used in a pit.

The Library has been maintained in an efficient condition
during the year ; the additions, by donation, exchange and pur-
chase, include 400 bound v^olumes and 28 pamphlets, reports,
etc.; and the Library now contains about 15,709 volumes and
585 unbound pamphlets. A card-catalogue of the books, etc.,
contained in the Library renders them easily available for
reference.

Members would render useful service to the profession by the
presentation of books, reports, plans, etc., to the Institute, to
be preserved in the Library, and thereby become available for
reference.

At the suggestion of Lieut. H. Dennis Bayley, whose great
work in connexion with the Red Cross and St. John Ambulance
Associations is so well known, during the year the Institute
subscribed £200, and the members also contributed the sum of
£619 towards a motor ambulance to be called " The North of
England Institute of Mining and Mechanical Engineers Ambu-
lance." The ambulance has been in France for some months
now.

Exchanges of Transaetimis have been arranged, during the
year, with the Royal Society of South Australia, South African
Engineering, and the Northern Engineering Institute of New
South Wales.

The lectures for colliery engineers, enginewrights, and
apprentice mechanics arranged to take place at Ai-mstroug
College were suspended on account of the war.

Mr. Thomas Douglas continues to represent the Institute as
a Governor of Armstrong College, and, Mr. John H. Merivale,
in conjunction with the President (Mr. T. Y. Greener), repre-
sentsi the Institute on the Council of the College.

Mr. Thomas Edgar Jobling continues to represent the Insti-
tute upon the Board of Directors of the Institute and Coal Trade
Chambers Company, Limited.

The President continues a Representative Governor upon the
Court of Governors of the University of Durham College of
Medicine during his term of office.

The representatives of the Institute upon the Council of The
Institution, of Mining Engineers during the past year were as
follows: — His Grace the Duke of Northumberland, Messrs.
R. S. Anderson, Sidney Bates, AV. C. Blackett, W. Cochran
Carr, Benjamin Dodd, J. AV. Fryar, T. Y. Greener, Reginald
Guthrie, Samuel Hare, A. M. Hedley-, T. E. Jobling, J. P.
Xirkup, Philip Ivirkup, C. C. Leach, Henry Louis, J. H.
Merivale, W. C. Mountain, R. E. Ornsby, Walter Rowley, F.
R. Simpson, John Simpson, J. G. Weeks, W. B. Wilson and E.
Seymour Wood.

ANNUAL REPORT OF THE COUNCIL. Vll

Under the will of the late Mr. John Dag-lish, fundvS have
been placed at the disposal of Armstrong College for founding a
Travelling Fellowship, to be called the " Daglish " Fellowship,
candidates for which must be nominated by the Institute. Tso
application was made for the Fellowship for the year 1916.

The Gr. C. Greenwell, gold, silver and bronze medals may be
awarded annually for approved papers '* recording the results of
experience of interest in mining, and especially where deductions
and practical suggestions are made by the writer for the avoidance
of accidents in mines." Xo medal has been awarded this year.

A prize has been awarded to the writer of the following paper,
communicated to the members during the year 1915-1916 : —

" The Influence of Incombustible Substances on Coal-dust Explosions."
By Mr. A. S. Blatcliford.

The Institute has received a legacy of £500 from the
executors of the late George May, the income from which is to
be used for purchasing a prize or prizes to be given annually to
any of its students as the Council may think fit, such prize or
prizes to be called the " George May " Prize or Prizes.

jVo excursion meetings have been held during the year. The
Council hope to re-arrange tJie postponed excursion to Eskmeals
on the conclusion of the war.

During the year Messrs. James Wilson, John Elvers and J.
Straker Nesbit presented one or more lamps to the collection
which the Institute are forming to replace that destroyed by fire
at the Brussels Exhibition.

Meetings of The Institution of Mining Engineers were held
in Leeds in September, 1915, and in London in June, 1916.

Vlll ANNUAL REPORT OF THE FINANCE COMMFrXEE.

AN^'UAL liEPUKT OF THE FINANCE COMMITTEE,

1915-191G.

A .siateiueiit of aecouut.s for the y^ear ending June oOtli, 191G,
duly audited, i.s submitted lierewitli by the Finance Committee.

Tlie total receipts were i;2,-"j93 8s. Of this amount £21 was
l)aid as subscriptions in advance, leaving- £2, -372 8s. as the
ordinary income of the year, as compared with £2,055 Is. 5d.
in the previous year. The amount received as qidinary subscrip-
tions for the 3'ear was £1,792, and arrears £202 19s., as against
£1,96G lis. and £194 17s. respectively in the year 1914-1915.
TVansactions ^sold realized £2 iGs. Gd., as compared with
£8 17s. 5d., and the amount received for interest on investments
was £417 Us. Gd., as compared with £o9G 15s. the previous year.

During the year £500 has been received from the executors
of the late Mr. George May, being the amount of a legacy to
establish a " George May Prize Fund.'' The Council api)lied
this sum to the purchase of 191G-1921 Exchequer Bonds.

The expenditure, including £200 voted to the Motor Ambu-
lance Fund, was £2, -370 2s. 7d., as against £2,271 Os. 5d. in
the previous j^ear. Increases are shown in salaries and wages,
insurance, rent, rates 'and taxes, heating, lighting and water,
postages, telephones, etc., travelling expenses and reporting.
Decreases are shown in the contributions to The Institution of
Mining- Engineers, furniture and repairs, library purchases,
printing-, stationery, prizes for papers, and library catalogue.

The balance of income over expenditure was £2-3 5s. 5d., and
adding- to this the amount of £1,100 14s. Gd. from the previous
• year, and deducting £500 invested in the 1925-1945 four-and-a-
half ])er cent. AVar Loan, leaves a credit balance of £G2o 19s. lid.

The names of 40 persons have been struck oft' the membership
list in consequence of non-payment of subscriptions. The
amount of subscriptions written oft' was £214, of which £115 15s.
was for sums due for the year 1915-191G, and £98 4s. for
arrears.

It is probable that a considerable proportion of this amount
will be recovered and credited in future years. Of the amount
previously written oft' £44 18s. was recovered during the past
year.

THOS. Y. GREENER, President.

August bill, 1910.

ACCOUNTS.

-T3 O W 05
to O CC c<5

to o

«rt

COW

. =2

3 «rt

«rt M

■^

o
O

, 1

iCi

■»

s^^

ii^.

-a

-5

aj
a>

-u

<-)

S h^ °

■< (M

HH Srt-

«rt

B U

^3 J -S r^

tH :^ ^

--r O

IM C 00

CC O 'X

be =

? §

I 5

«fj

5 O

fcc

O -tS

"> s

^ =

IT-

^ =<-i .a s
-" '-S -*^ .2

O _0 «3 f^ ^

> ?

0) ^ •■ -^

-g

o
o

_a)

t^.

>■

' .,

"— <

■p.

'p_

12;

o 5

ACCOUNTS.

Du. Tiih: TuKAsriiKK in Account with The Nohth of England

roR the Year ending

June 30tli, 1915. £ s. d.

To balance of account at bankers : deposit account ... 500 0 0

,, ,, ,, „ current account ... 520 0 3

,, in Treasurer's bands .., ... ... ... 55 14 3

1,075 14 6

JuneSOtb, 1916.

To dividend on 207 sliares of £20 eacli in tlie Institute
and Coal Trade Cbanibers Company, Limited, for

the year ending June 30th, 1916 289 16 0

,, interest on mortgage of £1,400 with the Institute and

Coal Trade Chambers Company, Limited ... ... 49 0 0

„ dividend on £340 consolidated 5 per cent, preference
stock of the Newcastle and Gateshead Water

Company ... ... ... ... ... ... 17 0 0

,, dividend on £450 ordinary stock of the Newcastle aiul

Gateshead Gas Company ... ... ... ... 19 2 6

„ interest on £500 4A per cent. War Loan, 1925/1945 ... 22 10 0

„ interest on bank deposit account ... ... ... 16 18 6

„ discount on £500 4^ per cent. War Loan, 1925/1945 ... 2 13 6

417 0 6

'I'o sales oi Transactions 2 16 6

To Subscriptions for 1915-1916, as follows :—

605 members (© £2 2s. 1,270 10 0

67 associate members (S £2 2s. 140 14 0

146 associates i® £1 5s. 182 10 0

21 students @ £1 5s. 26 5 0

14 new members @ £2 2s. 29 8 0

5 new associate members ... ... @ £2 2s. 10 10 0

10 new associates @ £1 5s. 12 10 0

5 new students ... ... ... @ £1 5s. 6 5 0

2 new subscribing firms @, £2 2s. 4 4 0

1,682 16 0

33 subscribing firms 109 4 0

1,792 0 0

Lcxs, subscriptions for current year paid in advance

at the end of last year ... ... ... 4280

1,749 12 0
Add. arrears received ... ... ... ... ...- 202 19 0

1,952 11 0

Add, subscriptions paid in advance during current

year 21 0 0

1,973 11 0

To George May prize fund 500 0 0

£3,969 2 6

ACCOUNTS.

Institute of Mining and Mechanical Engineeks
JfNE 30rH, 1916.

Cb.

June 30tb, 1916.
By salaries and wages
., insurance
,, rent, rates, and taxes
., heating, lighting, etc.
,, furniture and repairs
., bankers' charges
., library

,, printing, stationery, etc. ...
,, postages, telephones, etc. ...
,, incidental expenses
,, cleaning of hall and offices
,, travelling expenses
., prizes for papers
,, reporting general meetings
,, library catalogue ...
,. subscription to motor ambulance fund ...

By The Institution of Mining Engineers :
Calls, etc.

Less, amounts paid by authors for excerpts

By £500 4i per cent. War Loan. 1925 1945 (balance of
£500)

By balance of account at bankers : deposit account ... 250 0 0

„ ,, ,, ., current account ... 323 6 2

,, ,, in Treasurer's hands ... ... ... ... 50 13 9

£ s.

477 7

30 11

49 9

30 5

5 13

21 0

10 1

120 5

126 1

69 13

24 13

44 12

4 4

12 12

2 5

200 0

—

1,228

1,146 6

4 18

1.141

2,370

475

George May prize fund— amount on deposit at bank ...

623 19 11
500 0 0

£3,969 2 6

xii ACCOUNTS.

Db. Thb Tbbasukek of The North op England Institute of Mining

To 824 members,

51 of whom have paid life-compositions.

773

2 not included in printed list.

775 @ £2 2s.

To 91 associate members.

10 of whom have paid life-compositions.

@ £2 2s.

£ s. d. £ s. d.

To 207 associates,

1 of whom has paid a life-composition.

20G @ £1 Ss!

To 31 students @ £1 5s.

To 36 subscribing firms

To 14 new members " @ £2 2s.

To 5 new associate members @ £2 2s.

To 10 new associates @ £1 5s.

To 5 new students @ £1 5s.

To 2 new subscribing firms @ £2 2s.

To arrears, as per balance-sheet, 1914-1915 ...

Add, arrears considered irrecoverable, but since jiaid

To subscriptions paid in advance during the current year

1,627 10 0

170 2 0

257 10 0

38 15 0

119 14 0

29 8 0

10 10 0

12 10 0

6 5 0

4 4 0

321 4 0

44 18 0

2,213 11 0

62 17 0

366 2 0
21 0 0

£2,663 10 0

ACCOUNTS. Xlll

Ayo Mechanical ExaiNEBBS in Account with Subsceiptions, 1915-1916. Cr.

STBirCK OFF
PAID. UNPAID. LIST.

£ s. d. £ s. d. £ s. d.

1,792 0 0

By arrears 202 19 0

1.994 19 0
Hy subscriptions paid in advance during the

current year ... ... ... ... 21 0 0

2 2

4 4

10 10

71 8

10 0

0 0

U 0

By 605 members, paid @ £2 2s. 1,270 10 0

128 ,, unpaid ... @ £2 2s 268 IG 0

1 „ resigned ... @ £2 2s.

2 ., excused payment @ £2 2s.

5 „ dead @ £2 2s

34 „ ■ struck off list @ £2 2s

775

By 67 associate members, paid @ £2 2s. 140 14 0

11 „ „ unpaid @ £2 2s 23 2 0

1 „ „ dead @ £2 2s 2 2 0

2 „ ., struck off list @ £2 2s 4 4 0

By 146 associates, paid @ £1 5s. 182 10 0

50 „ unpaid ... @ £1 5s 62 10 0

2 „ resigned ... (a £1 5s.

4 „ dead ... ... @ £1 5s. •.

4 „ struck off list @ £1 5s

206

By 21 students, paid (g £1 5s. 26 5 0

8 „ unpaid ... @ £1 5s. 10 0 0

1 „ resigned ... (a £1 5s. 15 0

1 „ excused payment @ £1 5s. 15 0

Hy 33 subscribing firms, paid ... ... 109 4 0

2 „ ,. unpaid 4 4 0

1 ,, „ excused payment... 6 6 0

By 14 new members, paid ... @ £2 2s. 29 8 0

By 5 new associate members, paid @ £2 2s. 10 10 0

By 10 new associates, paid ... @ £1 5s. 12 10 0

By 5 new students, paid ... @ £1 5s. 6 5 0

By 2 new subscribing firms, paid (a £2 2s. 4 4 0 '

(68 12 0

115 16 0

64 19 0

98 4 0

2.015 19 0 433 11 0 214 0 0

^ ,^ '

£2,663 10 0

XIV

LIST OF COMMITTEES.

LIST OF COMMITTEES APPOINTED BY THE COUNCIL,

191G-1917.

Mr. Sidney Bates.
Mr. W. C. Blackett.
Mr. C. S. Carnes.
Mr. Thomas Douglas.
Mr. T. E. FoRSTER.

Finance Committee,

Mr. T. Y. Greener.
Mr. T. E. JoBLiNG.
Mr. C. C. Leach.
Mr. M. W. Parrincton.
Mr. John Simpson.

Mr. J. B. Simpson.
Mr. R. F. Spence.
Mr. Simon Tate.
Mr. T. 0. Wood.

Mr. Sidney Bates.
Mr. W. C. Blackett.
Mr. C. S. Carnes.
Mr. Thomas Douglas.
Mr. T. E. Forster.

Arrears Committee.
Mr. T. Y. Greener.
Mr. T. E. Jobling.
Mr. C. C. Leach.
Mr. M. W. Parrington,
Mr. John Simpson.

Mr. J. B. Simpson.
Mr. R. F. Spence.
Mr. Simon Tate.
Mr. T. 0. Wood.

Mr. R. S. Anderson.

Mr. J. B. Atkinson.

Mr. R. 0. Brown.

Mr. Benjamin Dodd.

Mr. Mark Ford.

Library Committee.

Mr. T. E. Forster.
Mr. T. Y. Greener.
Mr. A. M. Hedley.
Mr. F. 0. KiRKUP.
Mr. J. P. KiRKUP.

Prof. Henry Louis.
Mr. W. C. Mountain.
Mr. F. R. Simpson.
Mr. John Simpson.

Mr. J. B. Atkinson.
Mr. C. S. Carnbs.
M . T. E. Forster.
Mr. T. Y. Greener.

Prizes Committee.

Mr. Tom Hall.
Mr. Samuel Hare.
Mr. C. C. Leach.
Prof. Henry Louis.

Mr. W. C. Mountain.
Mr. John Simpson.
Mr. Simon Tate.
Mr. E. Seymour Wood.

Selection and Editing of Papers Committee.

Mr. J. B. Atkinson.
Prof. P. Phillips Bedson.
Mr. W. C. Blackett.
Mr. H. F. Bulman.

Mr. T. E. Forster.
Mr. Austin Kirkup.
Prof. G. A. L. Lebour.
Prof. Henry Louis.

Mr. W. C. Mountain.
Mr. W. 0. Tate.
Mr. J. R. R. Wilson.

N.B. —The President is ex-officio on all Committees.

REPRESENTATIVES ON THE COUNCIL OF THE

INSTITUTION OF MINING ENGINEERS,

191(3-1917.

Mr. R. S. Anderson.
Mr. Sidney Bates.
Mr. W. C. Blackett.
Mr. W. Cochran Carr.
Mr. Frank Coulson.
Mr. Benjamin Dodd.
Mr. T. Y. Greener.
Mr. Reginald Guthrie.

Mr. Samuel Hare.
Mr. A. M. Hedley.
Mr. T. K. Jobling.
Mr. J. P. Kirkup.
Mr. Philip Kirkup.
Mr. C. C. Leach.
Prof. Henry Louis.
Mr. J. H. Merivale.

Mr. W. C. Mountain.
Mr. R. E. Ornsby.
Mr. Walter Rowley.
Mr. F. R. Simpson.
Mr. John Simpson,
Mr. J. R. R. Wilson.
Mr. W. B. Wilson.
Mr. E. Seymour Wood.

OFFICEUg.

OFFICERS, 1916-1917.

PAST-PRESIDENTS [ex-offido).
Sir LINDSAY WOOD, Barb., The Hermitage, Chester-le-Street.
Mr. JOHN" BELL SIMPSON, Bradley Hall, Wylani, Northumberland.
Mr. THOMAS DOUGLAS. The Garth, Darlington.

Mr. WILLIAM ARMSTRONG, Elmtield Lodge, Gosforth, Newcastle-upon-Tyne
Mr. WILLIAM OUTTERSON WOOD, South Hetton, Sunderland.
Mr. .JOHN HERMAN MERIVALE, Togston Hall, Acklington, Northumberland
Mr. THOMAS EMERSON FORSTER, 3, Eldon Square, Newcastle-upon-Tyne.
Mr. MATTHEW WILLIAM PARRIXGTON, Wearmouth Colliery, Sunderland.
Mr. WILLIAM CUTHBERT BLACKETT, Acorn Close, Sacriston, Durham.
Mr. THOMAS YOUNG GREENER, Urpeth Lodge, Beamish, County Durham.

PRESIDENT.
Mr. FRANK COULSON, Shamrock House, Durham.

VICE-PRESIDENTS.
Mr. ARTHUR MORTON HEDLEY, Eston House, Eston, Yorkshire.
Mr. CHARLES CATTERALL LEACH, Seghill Hall, Northumberland.
Prof. HENRY LOUIS, 4, Osborne Terrace, Newcastle-upon-Tyne.
Mr. FRANK ROBERT SIMPSON, Hedgefield House, Blaydon-upon-Tyne,

County Durham.
Mr. JOHN SIMPSON, Follonsby, Hawthorn Gardens, Monkseaton, Whitley Bay,

Nor t huniberland.
Mr. RICHARD LLEWELLYN WEEKS, Willington, County Durham.

RETIRING VICE-PRESIDENTS (ex-officio).
Mr. JOHN BOLAND ATKINSON, c/o Mr. G. Atkinson, 12, Grey Street, New-

castle-upon-Tyne.
Mr. SAMUEL HARE, Howlish Hall, Bishop Auckland.
Mr. THOxMAS EDGAR JOBLING, Bebside, Northumberland.

COUNCILLORS.

Mr. ROBERT SIMPSON ANDERSON, Highfield, Wallsend, Northumberland.

Mr. SIDNEY BATES, The Grange, Prudhoe, Ovingham, Northumberland

Mr. ROBERT OUGHTON BROWN, Newbiggin Colliery, Newbiggin-by-the-Sea,
Nortlnimberland.

Mr. CHARLES SPEARMAN CARNES, Marsden Hall, South Shields.

Mr. BENJAMIN DODD, Percy House, Neville's Cross, Durham.

Mr. MARK FORD, Washington Colliery, Washington Station, Count}- Durham.

Mr. TOM HALL, Ryhope Colliery, Sunderland.

Mr. AUSTIN KIRKUP, Mining "Office, Bunker Hill, Fence Houses.

Mr. FREDERIC OCTAVIUS KIRKUP, Medomsley, County Durham.

Mr. JOHN PHILIP KIRKUP, Burnhope, Durham.

Mr. WILLIAM CHARLES MOUNTAIN, 8, Sydenham Terrace, Newcastle-upon-
Tyne.

Mr. ROBERT FOSTER SPENCE, Backworth, Newcastle-upon-Tyne.

Mr. SIMON TATE, Trimdon Grange Colliery, County Durham.

Mr. WALKER OSWALD TATE, U.sworth Hall, Washington, Washington Station,
County Durham.

Mr. RICHARD JAMES WEEKS, Bedlington, Northumberland.

Mr. JOHN ROBERT ROBINSON \MLSON, H.M. Divisional Inspector of Mines,
Greyfort, Westfield Drive, Gosforth, Newcastle-upon-Tyne.

Mr. ERNEST SEYMOUR WOOD, Cornwall House, Murton, County Durham.

Mr. THOMAS OUTTERSON WOOD, Cramlington House, Cramlington, North-
umberland.

TREASURER.

Mr. REGINALD GUTHRIE, Neville Hall, Newcastle-upon-Tyne.

SECRETARY.
Mr. JOHN HERMAN MERIVALE, Neville Hall, Newcastle-upon-Tyne.

ASSISTANT SECRETARY.
Mr. ALLAN CORDNER, Neville Hall, Newcastle-upon-Tyne.

XVi LIST OV MKMBERS.

LIST OF MEMBERS,

AUGUST 5. 191G.

PATRONS.

His Grace the DUKE OF NORTHUMBERLAND.

The Most Honourable the MARQUESS OF LONDONDERRY.

The Right Honourable the EARL OF DURHAM.

The Right Honourable the EARL GREY.

The [light Honourable the EARL OF LONSDALE.

The Right Honourable the EARL OF \YHARNCLIFFE.

The Right Reverend the LORD BISHOP OF DURHAM.

The Right Honourable LORD ALLENDALE.

The Right Honourable LORD BARNARD.

The Right Honourable LORD RAVENSWORTH.

The Very Reverend the DEAN AND CHAPTER OF DURHA^L

HONORARY MEMBERS (Hon. M.LM.E.).

* Honorary Members dvn'ing term of office only.

Date of Election.

I JOHN BOLAND ATKINSON, c'o G. Atkinson, 12, Grey Street,

Newcastle-upon-Tyne : Aug. 2, 1913

2*WILLIAM NICHOLAS ATKINSON, I.S.O., H.M. Divisional

Inspector of Mines, Tintern, Chepstow ... ... ... Aug. 4, 1888

3 RICHARD DONALD BAIN, Aykleyheads, Durham June 10, 1911

1*Prof. PETER PHILLIPS BEDSON, Armstrong College, New-
castle-upon-Tyne. , Transactions, etc., sent to c,o Basil
Anderton, Public Librarj', Newcastle-upon-Tyn§ ... ... Feb. 10,1883

5 THOMAS DOUGLAS, The Garth, Darlington (Past-President,

MemJter of Council) Dec. 14,1912

6 Prof. WILLIAM GARNETT, London County Council Education

Office, Victoria Embankment, London, W.C. Nov. 24, 1894

7*Dr. WILLIAM HENRY HA DOW. ArmstrongCollege. Newcastle-
upon-Tyne Feb. 12, 1910

8 Sir HENRY HALL, I.S.O., Brookside, Chester . June 10, 1911

9*HUGH JOHNSTONE, H.M. Divisional Inspector of Mines,

3, Priory Road, Edgbaston, Birmingham Oct. 13,1906

10*Pkof. GEOHGE ALEXANDER LOUIS LEBOUR, Armstrong
College, Newcastle-upon-Tj'ne. Transactions, etc., sent to
Radcliffe House, Corbridge, Northumberland Nov. 1,1879

11* JOHN DYER LEWIS, H.M. Inspector of Mines, 2, St.

Helen's Crescent, Swansea Dec. 11,1909

12*Prof. henry LOUIS, Armstrong College, Newcastle-upon-
Tyne. Transactions sent to The Librarian, Armstrong
College, Newcastle-upon-Tyne ...

13*R0BERT McLaren, H.M. Imspector of Mines, Drumolair,
Airdrie

14*TH0MAS HARRY MOTTRAM, H.M. Divisional Inspector
of Mines. 74, Thorne Road, Doncaster

15 DANIEL JSIURGUE, Ingenieur Civil des Mines, 54, Boulevard
des Beiges, Lvons, France
BERT NELSON, H.M.
Brook Green, London, W.

17»ARTHUR DARLING NICHOLSON, H.M. Divisional Inspector
of Mines, Astley, Manchester

18*SiR RICHARD AUGUSTINE STUDDERT REDMAYNE, H.M.
Chief Inspector of Mines, Mines Department, Home Office,
Whitehall, London. S.W Dec. 11,1909

Dec.

12,

1896

Dec.

13,

1902

June

10,

1911

June

20,

1908

Dec.

11,

1909

June

10,

1911

LIST OF MEMBERS. XVll

19 Dr. AUBREY STRAHAN, Director of the Geological Survey *'" "* Election,
of Great Britain, 28, Jermyn Street, London, S. W. ... .. Aug. 1, 1914

20*Prof. henry STROUD, Armstrong College, Newcastle-upon-
Tyne Nov. 5, 1892

21 Sir JETHRO JUSTINIAN HARRIS TEALL, 174, Rosendale

Road, Dulwicli, London, S.E. ... ... ... ... Aug 1 1914

22 'Prof. WILLIAM MUNDELL THORNTON, Armstrong College,

Newcastle-upon-Tj'ne ... ... . Feb 12 1910

23* WILLIAM WALKER, H.M. Deputy Chief Inspector of Mines,

Mapledene, Ashtead, Epsom ... ... . Oct 14 1905

24*Prof. ROBERT LUNAN WEIGHTON, 2, Park Villas, Gosforth,

Newcastle-upon-Tyne ... ... . ... April 2 1898

25* JOHN ROBERT ROBINSON WILSON, H.M. Divisional In-
spector of Mines, Greyfort, Westfield Drive, Gosforth,
Newcastle-upon-Tyne ... ... ... ... Aug. 2, 1913

MEMBERS (M.LM.E.).

Marked * have paid life composition. Date of Election

and of Transfer.

1 Abbott, Henry Arnold, H.M. Inspector of Mines, 18,

Priory Road, Sharrow, Sheffield Feb. 13,1904

2 Abel, Walter Robert, A Floor, Milburn House, New-

castle-upon-Tyne ... Dec. 8, 1906

3 AcuTT, Sidney, Mooi Plaats, P.O. Hatherley, Transvaal Dec. 10, 1904

4 Adair, Hdbert, Gillfoot, Egremont, Cumberland April 8, 1905

5 Adams, George Francis, Chief Inspector of Mines in India,

Dhanbaid, E.I. Railway, Manbhum, Bihar and Orissa,

India Aug. 5, 1905

6 Adamson, Thomas, Colerson Villa, Hazaribagh, Bihar and

Orissa, India Feb. 10,1894

7 AiNSwoRTH, Herbert, P.O. Box 1553, Johannesburg,

Transvaal Feb. 14, 1903

8 AiNswoRTH, John W., Bridgewater Offices, Walkden,

Manchester ... ... ... ... Dec. 14, 1895

9 Aldridge, Walter Hull, c/o William B. Thompson, 14,

Wall Street, New York City, U.S.A. Feb. 8,1908

10 Allan, Philip, Clarke Street, Sunshine, Victoria, Australia June 10, 1905

11 Allison, J. J. C, Woodland Collieries, Butterknowle, A.M. Feb. 13, 1886

County Durham M.June 8,1889

12 Almond, Charles Percy, Coalside, Southwick, Sunder- A. Oct. 9, 1909

land M. June 13, 1914

13 Anderson, Robert Simpson, Highfield, Wallsend, North- S. June 9, 1883

u.mher\a,nd (Me77ihe-r of Counci/) ... ...A.M.Aug. 4,1888

M. Aug. 3, 1889

14 Anderson, William Thomas, P.O. Box 57, East Rand,

Transvaal Oct. 12, 1912

15 Andrews, Arthur, Lyndhurst, Darras Hall, Northumber-

land Aug. 2, 1902

16 Andrews, Edward William, Shelbrooke, Underbill Road,

Cleadon, Simderland ... ... ... ... ... Aug. 4, 1906

17*Angwin, Benjamin, 3, Penlu Terrace, Tuckingmili,

Camborne Nov. 24, 1894

18 Annett, iiCGH Clarkson, Widdrington, Acklington, S. Feb. 15, 1906

Northumberland A. June 20, 1908

M. Feb. 8, 1913

19 Appleby William Remsen, Minnesota School of ]\Iines, The

University of Minnesota,Minneapolis, Minnesota,U.S.A. April 14, 1894

20 Archer, William, Victoria Garesfield, Lintz Green, County A. Aug. 6, 1892

Durham .. M.Aug. 3,1895

21 Armstrong, George* Herbert Archibald, Castle View,

Chester-le-Street April 8, 1905

22 Armstrong. Henry, CoUingwood Buildings, CoUingwood A.M. April 14, 1883

Street, Newcastle-upon-Tyne M. June 8, 1889

23 Armstrong, William, Elmfield Lodge, Gosforth, New- S. April 7, 1S67

castle-upon-Tyne (Past-President, Member of Council) M. Aug. 6, 1870

XVlll LIST OF MEMBERS.

Date of Election
and of Transfer.

24 AsuMORE, Gkorge Percy, 95, Linden Gardens, Kensington,

London, W Feb. 13, 1897

25*AsHTON, Sir Ralph Percy, go Kilburn, Brown and Com-
pany, Orient House, New Broad Street, London, E.G. Aug. 2, 1913

26 Atkinson, John Boland, c o G. Atkinson, 12, Grey Street,

Newcastle-upon-Tjuie (Retiring Vice-President,

Member of Council) Oct. 11,1902

27 Attwood, Alfred Lionel, Minas Pefia del Hierro,

Provincia de Huelva, Spain

28 Avery, William Ernest, Toft Hill Cottage, Birtley,

County Durham

29 Bain, Richard Donald, Aykley heads, Durham

30 Bainbridge, Emerson Muschamp, 2, Woodbine Avenue,

Gosforth, Newcastle-upon-Tyne ...

31 Barnard, Robert, The Manse, Armadale, West Lothian ..

32 Barrass, Matthew, Wheatley Hill Colliery Office, Thorn-

le}'. County Durham ...

33 Barrett, Charles Rollo, Whitehill Hall, Pelton Fell,

County Durham

34 Barrett, Rollo Samuel, Brookside, Seaton Burn, Dudley,

Northumberland

35 Barrs, Edward, Cathedral Buildings, Newcastle-upon-

Tyne

36*Bartholomew, Charles William, Blakesley Hall, near
Towcester

37 Bartlett, George Pilcher, Theatre Lane, Durban,

Natal, South Africa ...-

38 Bates, Sidney, The Grange, Prudhoe, Ovingham, North-

umberland (il/ew6er o/Co?»ic?7)

39 Bates, Thomas Lionel, Alfred Street, Waratah, New South

Wales, Australia

40 Bateson, Walter Remington, P.O. Box 1051, Halifax,

Nova Scotia ...

41 Batey, John Wright, Elmfield, Wylam, Northumberland

42 Bawden, Ernest Robson, Threlkeld Lead Mines, Limited,

Tin-elkeld, Penrith

43 Bayliss, Ernest John, Castello, 5, Madrid, Spain

44 Beard, James Thom, c/o Coal Age, 505, Pearl Street, New

York City, U.S. A

45 Bell, Joseph Fenwick, Eppleton Hall, Hetton-le-Hole,

County Durham

46 Bell, Reginald, Shildon Lodge Colliery, Darlington

47 Bell, Walter, c/o Pyman, Bell and Company, Hull

48 Bell, William Ralph, Hylton Colliery, Sunderland

49 Bennett, Arthur Edgar, Estacion de Cerro Muriano,

Provincia de Cordoba, Spain

50 Bennett, Alfred Henry, The East Bristol Collieries, A.M. April 10, 1886

Limited, Kingswood Colliery, St. George, Bristol ... M. June 8, 1889

51 Benson, Robert Seymour, Teesdale Iron Works, Stockton-

upon-Tees April 8,1911

52 Berkley, Richard William, 35, South Street, Durham ... S. Feb. 14, 1874

A.M. Aug. 7, 1880
M. June 8, 1889

53 Be.st, Earle, 12, Station Road, Hetton-le-Hole, County

Durham April 13, 1912

54 Bigg- Wither, Harris, The Mount, Gathurst, Wigan ... Jan. 19, 1895

55 BiGGE, Dbnys Leighton Selby, Mercantile Chambers,

53, Bothwell Street, Glasgow June 10, 1903

Aug.

1905

June

1907

June

19,

1915

March 1,

1873

Aug.

1876

Feb.

1902

Dec.

11,

1897

Feb.

1884

A.
M.

Aug.
Dec.

1891
1900

Nov.

1874

A.M.
M.

Aug.
Dec.

7,
11,

1880
1886

Dec.

1905

A.
M.

Aug.
June

1,
14,

1908
1913

Aug.

1909

Dec.

1875

Dec.

11,

1909

Feb.

1890

June

1895

Feb.

12,

1898

Feb.

11,

1905

Fei>.

1901

April
April

8,
13,

1911
1901

Feb.

14,

1903

April 12,
Dec. 13,

1902
1902

Oct.

1889

, Feb.

10,

1894

Oct.

13,

1894

, Dec.

12,

1903

Dec.

14,

1912

LIST OF MEMBERS. XIX

Date of Election
and of Transfer.

56 BiGLAND, Hubert Hallam, c/o J. H. Holmes and Company,

19, Waterloo Street, Glasgow Dec. 14, 1901

57 Bird, Edward Erskixe, c/o George Elliot and Company,

Limited, 16, Great George Street, Westminster, London, A.M. Aug. 5, 1905

S.W. M.Dec. 14,1907

58*BiRKiNSHAw, Frederick Edson, Marbella, Provincia de

Malaga, Spain Dec. 10, 1910

59 Blackett, William Cuthbert, Acorn Close, Sacriston, S. Nov. 4, 1876

Durham (Past-President, Member of Council) A.M. Aug. I, 1885

M. June 8, 1889

60 Blaiklock, Thomas Henderson, The Flatts, near Bishop

Auckland April 13, 1901

61 Blatchford, William Hooper, Greytown, Natal, South

Africa Feb. 10, 1912

62 Blenner-Hassett, Gerald, P.O. Box 914, Durban, Natal,

South Africa ... Oct. 14,1911

63 Booth, Frederic Lancelot, Ashington Colliery, Ashington, S. Feb. 10, 1894

Northumberland A. Aug. 4, 1900

M.April 8, 1911

64 Borlase, William Henry, Greenside Lodge, Glenridding,

Penrith ... Aug. 4, 1894

65 Bowen, David, 68, Prudential Buildings, Park Bow, Leeds April 3, 1909

66 Bowman, Francis, Ouston Colliery Office, Chester-le- A. June 8, 1895

Street M. Feb. 13, 1904

67*Bracken, Thomas Wilson, 40, Grey Street, Newcastle-
upon-Tyne ... Oct. 14, 1899

68 Braidford. William, Jun., South Garesfield Colliery,

Lintz Green, County Durham ... ... ... ... June 14, 1902

69 Bramwell, Hugh, Great Western Collierj^, Pontypridd ... S. Oct. 4, 1879

A.M. Aug. 6, 1887
M. Aug. 3, 1889

70 Breakell, John Edwin, 84, Worple Road, Wimbledon,

London, S.W. April25, 1896

71*Brinell, JoHAN August, Niissjii, Sweden June 9,1900

72 Brooksbank, Frank, Kinta Association, Limited, Ipoh,

Perak, Federated Malay States April 4,1914

73 Broome, George Herbert, Wonthaggi, Victoria, Australia Oct. 9, 1897

74 Brown, P]dward Otto Forster, 708-707, Salisbury House, S. Dec. 14, 1901

Finsbury Circus, London, E.C A.Aug. 3,1907

A.M. Oct. 12, 1907
M. Dec. 14, 1912

75 Brown, John, E.I.R. and B.N.R. Joint Collieries, Bokaro S. June 8, 1907

P.O., i?'a Adra, B.N. Railwav, India A.Aug. 7,1909

M. Feb. 11, 1911

76 Brown, John Coggin, Inspector of Mines iu Burma, Tavoy, A.M. Dec. 11 , 1909

Lower Burma, India ... ... .. ... M.Aug. 7, 1915

77 Brown, John Connell, Westport Coal Company, Limited,

Denniston, BuUer, New Zealand ... ... ... ... Feb. 8, 1908

78 Brown, Myles, 4, Beaconsfield Crescent, Low Fell, Gates-

head-upon-Tyne ... ... ... ... June 14, 1913

79 Brown, Robert Oughton, Newbiggin Colliery, New biggin- S. Oct. 8, 1892

by-the-Sea, Northumberland (il/ewifcer o/Co!()ia7) ... A.Aug. 3,1895

M. Oct. 12, 190i

80 Brown, Ralph Richardson, Peking Syndicate, Limited,

Honan, North China Aug. 3,1907

81 Brown, W. For-Ster, Guildhall Chambers, Cardiff S.Aug. 6,1887

M. Aug. 5, 1893

82 Browning, Walter .James, c/o Rio Tinto Company,

Limited, Rio Tinto, Provincia de Huelva, Spain ... Oct. 12, 1907

83 Bruce, John, Hill Cre.st, Whitbv S.Feb. 14,1874

A.M. Aug. 7, 1880
M. June 8, 1889

84 Bryham, William, Bank House, Wigan Dec. 8, 1900

LIST OF MEMBERS.

85 Bull, Henry Matthews, Gopalichak Coal Company,

Limited, Bansjora, E.I.R. , Manbhum, Bihar and
Orissa, India

86 BuLMAN, Edward Hemsley, New Kleinfontein Company,

Benoni, Transvaal

87 Bulman, Harrison Francis, The North Cottage, St.

George's, Newcastle-upon-Tyne

8S Bunning, Charles Ziethen, c/o The British Vice-Consul,
Pandemia, near Constantinople, Turkey

89 Burchell, George B., North Sydney, Nova Scotia

90 BuRFORD, James Wilfred, c'o Lobitos Oil-helds, Limited,

Lobitos, Paita, Peru, South America
91*Burls, Herbert Thomas, 15, Victoria Street, Westminster,

London, S.W.
92*BuRN, Frank Hawthorn, 9, Sandhill, Newcastle-upon-Tyne.

Transactions sent to Pattishall House, Towcester

93 Burne, Cecil Alfred, c'o The Astui-iana Mines, Limited,

Covadonga, Asturias, Spain

94 Burnett, Cuthbert, 17, Camden Crescent, Bath ...

95 Burton, George Augustus, Highfield, Nunthorpe, York-

shire

Date of Election
and of Transfer.

April 9, 1904

Feb.

13,

1892

>s.

May

1874

A.M.

Aug.

1881

June

1889

Dec.

1873

A.M.

Aug.

1882

Oct.

1887

Oct.

11,

1913

Aug.

1912

Feb.

1889

Feb.

1889

Aug.

1894

Aug.

1895

Aug.

1894

Aug.

1901

June

1895

Dec.

1905

96 Calder, William, c'o International Russian Oilfields,

Limited, Apsheronskaya, near Maikop, Kuban Pro-
vince, South Russia

97 Carnegie, Alfred Quintin, 31, Manor House Road,

Newcastle-upon-Tyne

98 Carnes, Charles Spearman, Marsden Hall, South Shields

[Member of GoHUcil) ... ... ... ...

99 Casson, William Walter, St. Bees, Cumberland

100 Chambers, David Macdonald, 47, Inverness Terrace, A.M.

Bayswater, London, W. ... ... ... ... ... M.

101 Chambers, R. E., Nova Scotia Steel and Coal Company,

Limited, New Glasgow, Nova Scotia

102 Channing, J. Parke, 42, Broadway, New York City,

U.S.A

103*Chappel, Walter Richard Haighton, Elm Court,
Starcross, Devon

104 Charleton, Arthur George, 5, Avonmore Road, West

Kensington, London, W.

105 Charlton, Bernard Hedley, Hedley Hope, Tow Law,

County Durham

106 Charlton, William, Guisborough, Yorkshire

107 Charlton, William John, H.M. Inspector of Mines, A.

16, Brompton Avenue, Sefton Park, Liverpool ... M.

108 Chater, Cecil William, c/o T. Cook and Son, Rangoon,

Burma, India ...

109 Cheesman, Edward Taylor, Clara Vale Colliery, Ryton, A.

Count}' Durham ... ... ... ... ... ... M.

110 Cheesman, Herbert, Hartlepool

111 Cheesman,, Nicholas, 228, Hayden Road, Nottingham

112 Chicken, Bourn Russell, 212, Osborne Road, Jesmond,

Newcastle-upon-Tyne

113 Church, Robert William, Government of India Railway S.

Board, Secretariat Buildings, Calcutta, India ... ... A.

114 Claghorn, Clarence R., Durham, King County, Wash-

ington, U.S.A.

115 Clark, Henry, Stockton Forge, Stockton-on-Tees

116 Clark, Robert, Bracken Road, Darlington ...

Aug. 2, 1913

Oct. 11, 1902

Aug. 1, 1891
Aug. 5, 1905
Oct. 8, 1904
June 12, 1909

June 9, 1900

April 25, 1896

Feb. 14, 1903

Aug. 6, 1892

April 12, 1913
Feb. 12, 1898
April 12, 1902
Aug. 7, 1909

April 13, 1912
Aug. 2, 1890
Aug. 6, 1892
Aug. 6, 1892
Dec. 8, 1900

Dec. 12, 1903

, Dec. 9, 1905

Aug. 3, 1907

Oct. 12, 1907

Aug. 5, 1899
April 8, 1899
Feb. 15, 1896

LIST OF MEMBERS.

XXI

117 Clark. Robert Blenkinsop, Springwell Colliery, Gates-

head-upon-Tyne

118 Clark, William Henry, Ferulea, 100, Crouch Hill,

Horiisey, London, N.

119 Clifford, Edward Herbert. Rand Club, Johannesburg,

Transvaal ... ... ... ...

120 Clifford, William, North Park, near Jeannette, Penn-

sj'lvania, U.S.A.

121 Climas, Arthur Bertram, 6, Park Bean, St. Ives, Cornwall

122 Clive, Lawrence, H.M. Inspector of Mines, Springfield

House, Newcastle, Staffordshire...

123 Clothier, Henry William, 3, Park Villas, The Green,

Wallsend, Northumberland

124 Clough, Edward Stokoe, Bomarsund House, Bomarsund,

Bedlington, Northumberland

125 Clough, James. Bomarsund House, Bomarsund, Bedlington,

Northumberland

126 Cochrane, Brodie, Hurworth Old Hall, near Darlington ...

127 Cochrane, Robert Willi.^m, Somerset House, Whitehaven

128 Cock, Ben, Woodbine, Beacon Hill, Camborne
129*CoLLiNS, Hugh Brown, Auchinbothie Estate Office, Kil-

macolm, Renfrewshire

130 Collins, Victor Buyers, Lewis Street, Islington, via New-

castle, New South Wales, Australia

131 CoLQUHOUN, Thomas Gr.ant, 28, Sylvan Road, Exeter

132 CoMMANS, Robert Edden, Speer Road, Thames Dilton,

Surrey ...

133 Comstock, Charles Worthington, 514, First National

Bank Building, Denver, Colorado, U.S.A.

134 Cook, George, H.M. Inspector of Mines, Oakbank, White-

haven ...

135 Cook, Joseph, Washington Iron Works, Washington.

County Durham

136 Cook, James Falshaw, Washington Iron Works, Washing-

ton, County Durham

137 Cook, John Wat.son, Binchester Hall, Bishop Auckland...

138 Cooke, Henry Moore Annesley, The Ooregum Gold-

mining Companj' of India, Limited, Oorgaum, Kolar
Gold-field, Mysore, India ..

139 Cooksey, Wilfrid, East Indian Railway Collieries,

Giridih, E.I. R., Bihar and Orissa, India...
140*Coppee, Evence, 103, Boulevard de Waterloo, Brussels,
Belgium

141 Corbett, Vincent Charles Stuart Wortley, Chilton

Moor, Fence Houses ...

142 Cothay, Frank Hernaman, 7, Valebrooke, Sunderland

143 CouLSON, Frank. Shamrock House, Durham (President,

Member of CouncH) ... ...

144 Couves, Harry Augustus, Tovil, Westfield Avenue, Gos-

forth, Newcastle-upon-Tyne

145 Co\\-ell, Edward, Horden Colliery, Horden, Sunderland ...

146 CowELL, Joseph Stanley, Vane House, Seaham Harbour,

County Durham

147 CoxoN, William Bilton, Seaton Hill, Boosbeck, Yorkshire

148 Cragg, James Hor.\ce M.aitland, 3, Ilford Road, High

West Jesmond, Newcastle-upon-Tyne ...

149 Craster, Walter Spencer, P.O. Box 336, Salisbury,

Rhodesia, South Africa

Date of Election
and of Transfer.

S. May 3, 1873

M. Aug. 4, 1877

April 28, 1900
S. Oct. 13, 1894
A. Aug. 6, 1898
M. April 8, 1911

Feb. 9, 1895
Dec. 10, 1910

Aug. 2, 1913

June 12, 1909

A. Feb. 14, 1903

M. April 8, 1911

S. April 5, 1873

A.M. Aug. 3, 1878

M. June 8, 1889

Dec. 6, 1866

Aug. 1, 1914

June 11, 1910

April 14, 1894

June 11, 1904
Dec. 14, 1898

Nov. 24, 1894

June 10, 1905

S. Aug. 2, 1902

A. Aug. 5, 1905

M. Feb. 10, 1912

Oct. 9, 1897

Feb.

12,

1898

Oct.

14,

1893

Dec.

12,

1896

Aug.

1914

Feb.

1907

Sept.

Aug.

• Aug.

3,
2

T,'

1870
1913
1868
1873

Feb.

10,

1906

Oct.

1904

June

20,

1908

Dec. 12, 1908

S. Feb. 12, 1898

A. Aug. 2, 1902

M. Feb. 12, 1910

Aug. 6, 1910

Dec. 8, 1900

XXll

LIST OF MEMUERS.

150 Craven, Robekt Henry, The Libiola Copper-mining Com-

pany, Limited, .Sestri Levante, Italy

151 Crawford, James Mill, Denehuist, Ferry Hill

152 Crawford, Thomas, Eighton Banks, Gateshead-upon-

Tyne

153 Crookston, Andrew White, 188, St. Vincent Street, Glas-

gow :

154 Crosby, Arthur, Douglas Colliery, Limited, Mine Office,

Crown-Douglas Junction, Balmoral, Transvaal ..

155 Croudace, Francis Henry Lambtox, The Lodge, Lambton,

Newcastle, New South Wales, Australia

156 Croudace, Sydney, Wallsend Colliery, Wallsend, New

South Wales, Australia

157 Cruz y Diaz, Emiliano de la, Director-General de

I'Empresa Minas et Minerales, Limited, Ribas,
Provincia de Gerona, Spain ..

158 CuLLEN, Daniel, P.O. Box 4.352, Johannesburg, Transvaal

159 Cullex, Matthew, The Clydesdale (Transvaal) Collieries,

Limited, Springs, Transvaal

160 CuMMiXGS, JoHX, Hamsterley Colliery, County Durham ...

IGl Curry, George Alexander, Thornley House, Thornley,

County Durham
102 Curry, Michael, Cornsay Colliery, Durham

Date of Election
aud of Transfer.

Feb. 11, 1905

Feb. 14, 1903

A. Dec. 8, 1906

M. Dec. 12, 1914

Dec. 14, 1895

A.M. Aug. 7, 1897

M. April 12, 1902

June 8, 1907

June 14, 1902
Dec. 11, 1909

Feb. 12, 1910
A. Aug. 2, 1902
M. Dec. U, 1907

Oct. 12, 1907
Aug. 6, 1898

1G3 D.vkers, William E,obson, Tudhoe Colliery, Spennymoor A.M. Oct. 14, 1882

M. Aug. 3, 1889

164 D.AN, Takujia, Mitsui Mining Company, 1, Suruga-cho,

Nihonbashi-ku, Tokyo, Japan April 14, 1894

165 Darlington, Cecil Ralph, Whitegate, Lightwoods Hill,

Birmingham Dec. 10, 1910

166 Darlington, Ja.mes, Black Park Colliery, Chirk, Ruabon S. Nov. 7. 1874

M. Aug. 4, 1877

167 Davidson, Allan Arthur, c'o F. F. Fuller, 638, Salisbury

House, London Wall, London, E.C April 13, 1907

168 Davidson, Christopher Cunnion, Hardheads, Egremont,

Cumberland Oct. 10, 1908

169 Davies, David, Cowell House, Llanelly Dec. 9,1899

170 Davies, William, 230, Halliwell Road, Bolton Dec. 9,1911

171 Davie.'^, William Stephen, Maesydderwen, Tredegar ... Feb. 14, 1903

172 Daw, Albert William, 11, Queen Victoria Street,

London, E.C June 12, 1897

173 Daw, John W., cb Millers, Limited, Axim, Gold Coast

Colony. West Africa Dec. 14,1895

174 Dean, Harry, Eastbourne Gardens, Whitley Bay, North-

umberland ... June 10, 1905

175 Dean, John, The Wigan Coal and Iron Company, Limited,

Wigan ... Feb. 13, 1904

176 Dean, Samuel, Delagua, Colorado, U.S. A Oct, 13, 1906

177 Dew, James Walter Henry, 8, Laurence Pountney Hill,

Cannon Street, London, E.C June 10, 1911

178*Dewhurst, John Herbert, 28 and 29, Threadneedle Street,

London, E.C April 2, 1898

179 Dietzsch, Ferdinand, c/o Miss P. Dietzsch, 7, Emanuel

Avenue, Acton, London, W. ... ... ... ... Aug. 5,1899

180*DiNGWALL, William Burleston-Abigail, P.O. Box 179,

San Antonio, Texas, U.S.A. .. Aug. 4,1900

1S1*Ditmas, Francis Ivan Leslie, The Old Rectory, Hammer- A. June 11, 1898

wich, Lichfield M. June 14, 1902

182 Dixon, Clement, P.O. Box 305, Bulawayo, Rhodesia, South

Africa Dec. 14, 1912

Dixon, David Watson, Lumpsey Mines, Brotton, Vork-
IS.S shire Nov. 2, 1872

LIST OF MEMBERS.

XXIU

184 Dixon, George, Sejooah Colliery, Sijua Post Office, E.I.R.,

Manbhum, Bihar and Orissa, India ...

185 Dixox, Joseph Armstrong, Shilbottle Collierj^, Lesbury,

Northumberland

186 Dixox, WiLLi.-^M, Park House, Bigrigg, Cumberland

187 DoBB, Thomas Gilbert, Brick House, \Vestleigh, Leigh ...

188 DoDD, Benjamin, Percy House, Neville's Cross, Durham

{Memhtr of Council) ...

189 Donald, William E., Redburn House, Bardon Mill,

Northumberland
190*DoNKiN, William, 19, Hosack Road, Balham, London,

S.W A.

191 DoRMAND, Ralph Brown, Cambois House, Cambois, Blyth

192 Douglas, Arthur Stanley, Bearpark Collierj', Durham

193 Douglas, James, 99, John Street, New York City, U.S.A.

194 Douglas, Matthew Heckels, Stella House, Low Fell, A

Gateshead-upon-Tyne

195 Dover, Thomas William, Sherburn Colliery, Durham

196 Draper, William, Silksworth Colliery, Sunderland

197 Dunkerton, Ernest Charles, 53, Grosveaor Place, New-

castle-upon-Tyne

198 Dunn, Georoe Victor Septimus, Uaroo Lead Mines, via

Onslow, Western Australia

199 Dunn, Thomas Bowman, c,o J. Dunn and Stephen, Limited,

21, Bothwell Street, Glasgow

200 Eastlake, Arthur William. Grosmont, Palace Road,

Streatham Hill, London, S.W.

201 Ede, Henry Edward, Rectory Chambers, Norfolk Row,

Sheffield

202 Edmond, Francis, Moorland House, Haigh, Wigan

203 Edwards, Edward, Ystradfechan, Treorchy, Rhondda,

Glamorgan

204 Edwards, Herbert Francis, 104, Stanwell Road, Penarth

205 Edwards, Owain Tudor. Fedwhir, Aberdare

206 Edwards, William John, 10, Cartwright Gardens,

Russell Square, London, W.C.

207 Eliet, Francis Constant Andre Benoni Elie du,

Commissaire des Mines, Service des Mines le Nouvelle
Caledonie, a Noumea, New Caledonia
208*Elsdon, Robert William Barrow, go Anglo South
American Bank, Reconquista No. 78, Buenos Aires,
Argentine Republic, South America

209 Eltringham, George, tlltringham Colliery, Prudhoe,

Ovingham, Northumberland

210 Embleton, Henry Cawood. Central Bank Chambers,

Leeds ...

211 Englesqueville, Rene d', 2, Alices Boufflers, Bayonne,

France ...

212 English, John, North Leam, Felling, Gateshead-upon-Tyne

213 English, William, Ferneybeds Colliery, Morpeth ..

214 EsKDALE, John, Ashington Colliery, Ashington, North-

umberland ...

215 Etherington, John, 39a, King William Street, London

Bridge, London, E.C. ... ... ... ... •••

216 Evans, John, Great Cobar, Limited, Lithgow, New South

Wales, Australia

217 Evans, John* William, Woodlands House, Loughor,

Glamorgan

Date of Election

and of Transfer.

, June 13, 1896

. Aug. 6, 1904

. Dec. 8, 1906

Dec. 14, 1901

April 10, 1897

Dec. 8, 1894

May 3, 1866

. Aug. 1, 1868

Oct. 14, 1905

, Sept. 2, 1876

.M.

Aug. 1, 1885

, June 8, 1889

. Dec. 9, 1893

. Aug. 3, 1901

Feb. 13, 1904

Oct. 14, 1899

..M

. Aug. 2, 1879

, Aug. 3, 1889

April 4, 1914

. Dec. 14, 1889

. Dec. 12, 1903

Feb. 9, 1907

June 20, 1908

Aug. 6, 1910

June 11, 1892

July 14, 1896

Dec. 10, 1910

Feb. 9, 1895

Oct. 12, 1901

Aug. 4, 1906

June 13, 1914

Aug. 3, 1901

April 13, 1901

Dec. 8, 1894

Aug. 2, 1902

April 14, 1894

Feb. 8, 1908

Dec. 9, 1899

Dec. 14, 1907

Oct. 11, 1902

Aug. 3, 1912

Dec. 9, 1893

Aug. 1,1914

April 8, 1911

XXIV

LIST OF MEMBERS.

218 Fairbrotiier, Charles James, The Durban Navigation

Collieries, Dannliauscr, Natal, SouLli Africa

219 Falcon, Michael, Ebbw Vale, Monmouthshire

220 Fallins, James, Abermain Colliery, Aberniain, via West

Maitland, New South Wales, Australia ...

221 Fawcett, Edward Stoker, Battle Hill House, Walker,

Newcastle-upou-Tyue
222*Fenwick, Barnabas, 66, Manor House Road, Newcastle-
upon-Tyne

223 Fergie, Charles, 704, Upper Mountain Street, Montreal,

Quebec, Canada

224 Ferguson, James, The Cedars, High Wycombe

225 Fevre, Lucien Francis, 91, Rue Saint Lazare, Paris, IX",

France ... ...

226 Field, Benjamin Starks, Layabad Colliery, Kusunda P.O.,

E.I.R., Manbhum, Bihar and Orissa, India

227 Fisher, Edward Robert, Wansbeck, Ammanford, Car- A

marthenshire ...

228 Fisher, Henry Herbert, Alta Gi-acia, F.C.C.A.,

Argentine Republic, South America

229 Fleming, Henry Stuart, 1, Broadway, New York City,

U.S.A

230 Fletcher, Lancelot Holstock, Allerdale Coal Company, A,

Limited, Colliery Office, Great Clifton, Workington ...

231 "Fletcher, Walter, The Hollins, Bolton

232 Ford, Mark, Washington Colliery, Washington Station,

County Dnrha.m (Jlemher of Coiiuci/)

233 Forster, Alfred Llewellyn, Newcastle and Gateshead

Water Company, Engineer's Office, Pilgrim Street,
Newcastle-upon-Tyne

234 Forster, Charles, Earls Drive, Low Fell, Gateshead-

upon-Tyne

235 Forster, John Henry Bacon, Whitworth House,

Spennymoor ...

236 Forster, Joseph William, P,0. Box 56, East Rand,

Transvaal

237 Forster, Thomas Emerson, 3, Eldon Square, Newcastle-

upon-Tyne (Past-President, Member of Council) ... A.

238 Foster, William Burn, Easington Colliery, County

Durham

239 Fryar, Mark, Denby Colliery, Derby

240 Fryer, George Kellett, Woodhouse, Whitehaven

241 FuTERS, Thomas Campbell, 17, Balmoral Gardens, Monk-

seaton, Whitley Bay, Northumberland

242 Galloway, Thomas Lindsay, Kilchrist, Campbeltown

243 Gard, Irving Rider, c/o Columbia River Coal Dock

Company, North Portland, Oregon, U.S.A.

244 Garrett, Frederic Charles, Armstrong College, New-

castle-upon-Tyne

245 Gibson, James, Geldenhuis Deep. Limited, P.O. Box 54, A.M.

Cleveland, Transvaal ... M.

246 Gibson, Richard, Seaham No. 1 Colliery, West Wallsend,

Newcastle, New South Wales, Australia

247 GiFFORD, Henry J. , The Champion Reef Gold-mining Com-

pany of India, Limited, Champion Reefs P.O., Mysore,
India ... ...

Date of Election
and of Transfer.

Feb. 8, 1908
. Oct. 12, 1912

Oct. 13, 1894
, Aug. 4, 1900
. June 1, 1912

Oct. 10, 1914
June 11, 1892
Aug. 6, 1904

Aug. 2, 1866

Dec. 9, 1893
Dec. 12, 1896

Feb. 8, 1908
Aug. 2, 1902
Aug. 3, 1907
June 14, 1913
Aug. 2, 1884
Aug. 3, 1S89

Oct. 8, 1904

June 10, 1905
April 14, 1888
June 8, 1889
Dec. 14, 1895

Aug. 3, 1895

June 8, 1901

April 9, 1910

Nov. 24, 1894

Aug. 7, 1897

, Feb. 10, 1900

Feb. 13, 1904

Oct. 7, 1876
Aug. 1, 1885
June 8, 1889

Oct. 14, 1911

Oct. 7, 1876

Aug, 4, 1883

.lune 8, 1889

Dec. 14, 1901

Aug, 6, 1904

Sept, 2, 1876

Dec. 12, 1914

April 13, 1912
Dec. 9, 1899
Feb. 13, 1904

Aug. 5, 1911
Oct. 14, 1893

LIST OF MEMBEES.

XXV

248 GiLCiiBiST, James, 12, Park Roa.l North, Middlesbrough ...

249 Gill, David Fritz, 36, Lovvther Street, Whitehaven

250 GiLL.MAX, Glstave, Aguilas, Proviucia de Murcia, Spain

251 Glass, Robert William, Axwell Park Colliery, Swalwell,

County Durham

252 GoNlNON, Richard, Menzies Consolidated Gold-mines,

Limited, Menzies, Western Australia

253 GooDwix, William Lawjon, School of Mining, Kingston,

Ontario, Canada

254 GocLDiE, Joseph, 62, Standard Bank Chambers, Johannes-

burg, Transvaal

255 Graham, Edward, Jun., Bedlington Colliery, Bedlington,

Northumberland

256 Gray, Edmuxd, 150, Tudhoe Colliery, Spennymoor

257 Greaves, William .. ... ...

258 Geeex, John Dami-ier, Riversdale, Hlobane, Natal, South A

Africa ... ...

259 Greener, Herbert, West Lodge, Crook, County Durham

260 Greexer, Thomas Young, Urpeth Lodge, Beamish, County

Durham (Past-Pkesident, Jf ember of Council) .. ... A,

261 Greener, William James, c b Bird and Company, Char-

tered Bank Buildings, Calcutta, India ...

262 Green WELL, Allan, Supervision of Supplj' and Distribution

of Coal, New Government Offices, Great George Street,
Westminster, London, S. W.

263 Greenwell, Alan Leonard Stapylton, Eldon Colliery,

Bishop Auckland

264 Greenwell, George Cle.mentson, Beechfield, Poyuton,

Stockport

265 Greenwell, George Harold, Woodside, Poynton, Stock-

port ...

266 Gregson, George Ernest, 13, Harrington Street, Liverpool

267 Grey, John Neil, c'o Nawortli Coal Company, Limited,

Hallbankgate Offices, Brampton, Carlisle

268 Griffith, Thomas, Maes Gwyn, Cymmer, Porth, Rhondda,

Glamorgan

269 Griffith, William, Waterloo House, Aberystwyth

270 Grose, Frank, Carlton Terrace, Truro l!oad, St. Austell
271*Grundy, James, Ruislip, Teignmouth Road, Cricklewood,

London, N.W. Traiviactions sent to The Secretary,
Mining and Geological Institute of India, Calcutta,
India ...

272 GcMMERSON, James M., 7, Denehurst Gardens, Acton, A,

London, W. ...

273 Guthrie, James Kenneth, Coal Trade OflBces, Newcastle-

upon-Tyne

Date of Election
and of Traosfer.

June 13, 1914
Dec. 12, 1914
Aug. 2, 1902
June 10, 1S99
Aug. 1, 1903
Oct. 12, 1907

June 10, 1906

Feb. 11, 1899

Aug. 5, 1893

Aug. 1,
June 19,
April 12,
Dec. 14,
Aug. 2,
Feb. 13,
Julv 2.
Aug. 2,
June 8,

1896
1915
1913
1901
1902
1909
1872
1879
1889

274 Haas, Frank, Fairmont, West Virginia, U.S.A

275*Haddock, William Thomas, Tweefontein Colliery, P.O. S.
Minnaar, Transvaal ... ... ... ... ...A.M.

276 Haggie, John Douglass, W^albottle Colliery, Newcastle-

upon-Tyne

277 Hailwood, Ernest Arthur, The Towers, Churwell, Leeds

278 Haines, Charles George Padfield, 9, Picton Place,

Swansea ..

279 Hall, John Charles. Black Boy Colliery, Bishop Auckland A.

280 Hall, Joseph John, Ashington Colliery, Ashington, North-

umberland

June 11, 1910

Aug. 4, 1900
Oct. 8, 1898
Aug. 5, 1905
Dec. 14, 1907
March 6, 1869
Aug. 3, 1872
Dec. 12, 1903
Aug. 4, 1906
April 8, 1911
Aug. 7, 1915
June 10, 1905
Feb. 10, 1912

April 9, 1904
Dec. 9, 1893
April 9, 1910

June 13, 1896
June 10, 1899
Dec. 12, 1903

Dec. 14, 1912

Oct. 14, 1911
Oct. 7, 1876
Aug. 1, 1885
June 8, 1889

Dec. 11, 1909
April 12, 1913

Oct. 8, 1910
Dec. 14, 1889
Aug. 3, 1895

Dec. 10, 1904

XXVI

LIST OF MEMBERS.

281

282

283
284

285

286

287

288^

289

290

291
292

293

294
295

296

297

298

299^
300

301
302

Hall, Josei'U Percival, Talbot House, Birtley, County
Durham

Hall, Robert
Auckland

William, Fairlawn, Leeholme, Bishop

Hall, Tom, Ryhope Colliery, Sunderland (J/ewfee/' of Council)
Hallas. George Hexry. Claremont, Huyton, Liverpool ...

Hallimond, William Tasker, P.O. Box 5191, Johannes-
burg, Transvaal

Hamilton, James, Blackhills Road, Horden, Sunderland ...

Hance, Henry Malkin, c o Grindlay and Company, 54,
Parliament Street, London, S.W.

'Hancock, Henry Lifsox, Wallaroo and Moonta Mining and
Smelting Company', Limited, Moonta Mines, South
Australia

Hands, John, go Huttenbach Brothers and Company,
Kuala Lumpur, Federated Malay States

Hann, Robert, Jan., Harton House, Harton Colliery,
South Shields

Hannah, David, 14, Marine Parade, Penarth

Hare, George, Westerton CoUiei-y, Bishop Auckland

Hake. Samuel, Howlish Hall, Bishop Auckland (Retiring

Vice-President, Jl/t»i/*er q/ CoH»c?7)
Harle. Peter, South Grange, Shincliffe, Durham ...
Harle, Robert Alfred, The Hermitage, West Maitland,

New South Wales, Australia
Harris, David A

Harrison, Charles Augustus, Oakerlands, Hexham
Haselden, Arthur, Linares, Provincia de Jaen, Spain ... A

"^Hawker, Edward William, Eagle Chambers, Pirie Street,

Adelaide, South Australia

Hawkins, Thomas Spear, c o The St. John del Rey Mining

Company, Limited, Villa Nova de Lima, Estado de

Minas, Brazil, South America
Hay, Douglas, H.M. Inspector of Mines, 34, Old Elvet,

Durham
Hedley, Arthur Morton, Eston House, Estou, Yorkshire

(Vice-President, il/e?«/>er o/CoH?ici7)

Hedley, Morton, Medomsley, County Durham

S.
A.
M.
A.
M.

S.
M.
M.

Date of Election
and of Transfer.

Oct.
Aug
Oct.
Dec.

9, 1897
2, 1902
9, 1909
13, 1902
June 8, 1907
.lune 8, 1889
Oct. 7, 1876
Aug. 4, 1883
June 8, 1889

Dec. 14, 1889
Oct. 10, 1908

Oct. 12, 1907

Dec. 14, 1895
Dec. 14, 1912

Oct. 14,
Feb. 9,
Feb. 12,
Dec. 14,
Aug. 2,
Aug. 1,
Oct. 8,
April 14,
Oct. 12,
June 12,
April 13,
June 21,
Dec. 11,
April 2,

1895
1895
1898
1907
1879
1891
1892
1894
1901
1897
1901
1894
1897
1898

Oct. 12, 1895

Aug. 6, 1904

303

304 Hedley, Septimus H., Langholme, Roker, Sunderland

305 Henderson, Charles, Cowpen Colliery Office, Blyth

306 Henderson, William, Alston House, Littletown, Durham

307 Hendy, John Cary Baker. Etherley, ?7« Darlington

308 Henriksen, Gudbrand, Inspector of Mines, Minde, near

Bergen, Norwaj^

309 Herdman, William, St. John's Chapel, County Durham ..

310 Heron, George Patrick, Pont Head House, Leadgate,

County Durham

311 Herrmann, Henry J. A., a Ain-Sedjera, par Lafayette,

Algeria... ...

312 Heslop, Christopher, Woodside, Marske Mill Lane,

Saltl)urn-by-the-Sea ...

313 Heslop, Michael, Rough Lea Colliery, Willington, County

Durham

314 Heslop, Septimus, New Beerbhoom Coal Company,

Limited, Asansol, E.I.R., Burdwan, Bengal, India

Dec.

Nov.

Dec.

Feb.

Aug.

Feb.

Aug.

Dec.

Aug.

Oct.

14, 1912
24, 1894

12, 1903

13, 1909

2, 1913

15, 1879
1, 1885

3, 1889
9, 1899
7, 1909

14, 1893

Aug. 6, 1904
April 11, 1908

April 8, 1911

Dec.
Feb.
Aug.
Feb.

10, 1898

1, 1868

2, 1873
10, 1894

June 21, 1894
Oct. 12, 1895

LIST OF MEMBEES.

315 Heslop. Tuumas. Randolph Colliery. Evenwood. Bishop

Auckland

316 Heslop, W.aedle, 8, Beech Grove Road, Newcastle-upon-

Tyne

317 Heslop, Willla.m Taylor, St. Georges Colliery, Hatting

Spruit, Natal, South Africa
31S Hewlett. Alfred. Ha-seley Manor, ^\■arwick

319 Hewlett, Alfred, The Cossall Colliery Company, Limited,

Cossall, near Nottingham ...

320 Hewlett, Erne, Ammanford Colliery Company, Limited,

Ammanford, Carmarthenshire

321 HiGSoy, Jacob, Rossland, Northwood, Middlesex ...

322 Hill, Frank Cyril Gibson, Oakdene, Oxford Road,

Moseley, Birmingham

323 Hill, William. The White House, Uordon, Tamworth ...

324 Hilton. Thomas Worthington, Wigan Coal and Iron

Company, Limited, Wigan ...

325 HiNDMARSH, Joseph Parker, Corrimal, South Coast, New

South Wales, Australia

326 HiNDSON, Thomas, Framwellgate Colliery, Durham

327 HoDGKiN, Jonathan Edward, .Shelleys, Darlington

328 Hogg, John, Jun., 154, Prcspect Terrace. Eston, Yorkshire

329 Holland, Charles Henry, P.O. Box 415, Auckland, New

Zealand

330 Holliday. Martin Fop^ter. Park House. Durham ...

331 Holliday, Normax Stanley, Boyne Villa, Langley Moor,

Durham

332 HoLiiAN, Nicholas, The Gibraltar Consolidated Gold-mines,

Limited, .'^heppardstown, New .South Wales, Australia

333 Hood, George, 9, Agents Terrace, Boldon Colliery, Covmty

Durham

334 Hood, William Walker, Tredean. near Chepstow

335 Hooper, Albert Henry, 29, Station Road, Keswick

336 Hooper, James Augustus, Springfield, Lydney

337 HopwooD, Howell Arthur, Directeur du District Lusanga,

Huileries du Congo Beige, S. A., Kinshasa, Belgian
Congo. Transaction^ sent to Henley, New Chelsfield,
Orpington, Kent

338 HopwooD, William, Vron Haul, Buckley, Chester

339 HoRNSBY, Demster, Choppington Colliery, Choppington,

Northumberland

340 HoRSwiLL, Frederick J., 1070, Sixteenth Street, Oakland,

California, U.S.A.

341 Hoso, Shoxosuke, The Matsushima Colliery, West

Sonokigtin, Nagasaki, Japan

342 HoTCHKis, Daniel, Coal Cliff Collieries, Limited, Clifton,

New South Wales, Australia

343 Howes, Frank Tippett, St. Michaels' House, Brunswick

Road, Gloucester

344 HowsoN, Charles. Mainsforth, Ferry Hill

345 Hoyle, Harry Patrick, Belmont House, Durham

346 Humble, Ernest, Killingworth Colliery, West Wallsend,

New South Wales, Australia

?A~t Humble, John Norman, West Pelton House, Beamish,
County Durham

348 Humble, William, Lawson Street, Hamilton, Newca.stle,
New South Wales, Australia

Dace of Election
and of Transfer.

S. Oct. 2, 1880

A. .M. Aug. 4, 1888

M. Aug. 3, 1889

S. Dec. 10, 1904

A. Axig. 7, 1909

M. June 14, 1913

Aug. 3, 1895
March 7, 1861

June 20, 1908

Oct. 10. 1896
Aug. 7, 1S62

April 9, 1910

A.M. June 9, 1883

M. Aug. 3, 1889

Aug. 3,

1865

June 20,

1908

Dec. 9,

1905

Dec. 13,

1902

Dec. 11,

1915

April., 9,

1910

May 1,

1875

April 10,

1897

Feb. 13.

1904

Dec. 11,

1909

Dec. 14,

1907

April 9,

1904

t eb. 8,

1913

Dec. 12,

1908

Oct. 12,

1907

Aug. 3,

1901

. Feb. 12,

1898

. Feb. 10,

1912

Oct. 14,

1899

April 11,

190S

June 20,

190S

Dec. 10.

1892

Oct. 14,

1893

.S.

Dec. 14,

1901

, Aug. 4,

1906

June >,

1907

Dec. 1-2,

1914

Feb. 14,

1903

, Aug. 3,

1907

April 11,

1908

Aug. 2,

1902

Aug. 5,

1905

, Feb. 10,

1912

Oct. 14,

, 1893

XXVIU

LIST OF MEMBERS.

349 HuMPHRis, Henry, Blaenau Festiniog

350 Hunter, Christopher, Cowpeu Colliery Office, Blyth

351 Hunter, Joseph Percy, 7, Elmfield Road, Gosforth, New-

castle-upon-Tyne

352 Hunter, Robert, Gympie, Queensland, Australia ...

353 Huntley, John Johnson, 54, Beacon Street, Low Fell, A,

Gateshead-upon-Tyne

354 Hurst, George, Lauder Grange, Corbridge, Northumber-

land

355 Hutchinson, George Weymouth, Greensburg, Westmore-

land County, Pennsylvania, U.S.A.

356 HuTTON, John George, Bai'field, East Maitland, New

South Wales, Australia

357 Hylton, Frederick William, Ryhope Colliery, Sunderland

358 I'Anson-Robson, William Leonard, Emerson Chambers,

Blackett Street, Newcastle-upon-Tyne

359 Ide, Kenroku, Imperial University, Kioto, Japan

360 Inskipp, Dudley James, 1, Broad Street Place, London, E.C.

361 Jackson, Edgar Arthur, Clipsley Lodge, Haydock, St.

Helens ...

362 Jackson, Walter Geoffrey, Bramham Hall, Boston Spa,

Yorkshire

363 Jacobs, Montagu, 25, Mapesbury Road, Cricklewood,

London, N.W. ... ... ...

364 Jameson, John Raine, Chilton Hall, Ferry Hill

365 Jamieson, John William, South Hetton, Sunderland

366 Jarvie, James, Kembla Heights, near WoUongong, New

South Wales, Australia

367 Jefferson, Frederick, Whitburn Colliery, South Shields
36S Jeffreys, James Henry, Umtali, Rhodesia, South Africa ..

369 Jenkins, William, Ocean Collieries, Treorchy, lihondda,

Glamorgan ... ... ... ...

370 Jennings, Albert, 12, Swinburne Road, Darlington

371 J EPSON, Henry, The Peth, Durham

372*JoBLiNG, Thomas Edgar, Bebside, Northumberland

(Retiring Vice-President, Member of Council) ... A.

373*JoHNS, John Henry, Thorsden, Guildford Road, Woking

374 Johnson, Edward, Washington Hotel, Porth, Rhondda,

Glamorgan

375 Johnson, Henry Howard

376 Johnson, James, Boldon Lodge, East Boldon, County

Durham

377 Jones, Clement, Neath Colliery, Neath, New South

Wales, Australia

378 Jones, Evan, Plas Cwmorthin, Blaenau Festiniog

379 Jones, Jacob Carlos, WoUongong, New South Wales,

Australia ... ... ... ... ...

380 Jones, Thomas, 5, Little George Street, Westminster,

London, S.W.

381 Joynes, John James, Ferndale, Lydbrook, Gloucestershire

382 Karashima, Asahiko, Engineering Department, The Mitsui

Bussan Kaisha, Limited, Surugacho, Tokio, Japan

383 Kayll, Alfred Charles, Gosforth, Newcastle-upon-Tyne

384 Kellett, Matthew Henry, Eldon, Bishop Auckland ...

Date of ElectioD
and of Transfer.

Oct. 13, 1900
A. Dec. 10, 1892
M. Dec. 12, 1903
A. April 8, 1911
M. Dec. 12, 1914
June 14, 1902
M. Dec. 14, 1912
M. April 12, 1913
S. April 14, 1883
M. Aug. 1, 1891

Aug.

1909

Dec.

10,

1904

Aug.

1907

Aug.

1910

Feb.

14,

1914

June

1907

Aug.

1915

June

1873

Oct.

1909

June 13,

1914

Aug.

1902

Feb.

1908

Dec.

1897

Oct.

1904

Dec.

1862

June 20,

1908

July

1872

■ Aug.

1879

, June

1889

Oct.

1876

• Aug.

1883

. June

1889

June 21,

1894

Dec.

1905

Feb.

13,

1904

• Aug.

1898

:. Dec.

12,

1903

Dec.

1906

April

13,

1907

Aug.

1892

June

12,

1897

Aug.

1904

Aug.

1915

. Oct.

1876

■ Aug.

1889

April

11,

1891

, Aug.

1895

LIST OF MEMBERS.

XXIX

385 Kelsick, Robert, Aberdare Colliery, Cessnock, New South

Wales, Australia

386 Kenxaway, Thomas William, Killingworth, near

Newcastle, New South Wales, Austialia

387 Kennedy, Percy Joseph Emkrson, 4, St. Nicholas' Build-

ings, Newcastle-upon-Tyne ...

388 Kii)D, Thomas, Jun., Linares, Provincia de Jaen, Spain ...

389 KiRBY, Matthew Robson, 16, Old Elvet, Durham

390 Kirk, Alfred Edwix, Aberdare Extended Colliery,

Cessnock, New South Wales, Australia ...

391 KiRKBY, William, c o Aire and Calder Navigation, Leeds A,

392 KiRKUP, Austin, Mining Office, Bunker Hill, Fence Houses

(^[emher of Council) ... ... ... ...

393 KiRKUP, Frederic Octavius, Medomsley, County Durham

(Member of Council)... ... ... ... ... ... A

394 KiRKUP, John Philip. Burnhope. Durham [Memher of Council)

395 KiRKUP, Philip, Leafield House, Birtley, County Durham

S.
A.
M.

Date of Election
and of Transfer.

June 1, 1912

Aug. 6, 1910

June 11, 1910
Aug. 3, 1895
June 9, 1900
Aug. 1, 1903
Oct. 12, 1907

396 KiRSOPP, John, Jun., Fairholme, Gateshead-upon-Tyne

397 Kirton, Hugh, Kimblesworth Colliery, Chester-le-Street

398 Kitchin, James Bateman, Luchana, Egremont, Cumber-

land

399 Klepetko, Frank, 80, Maiden Lane, New York City,

U.S.A.

400*Knowles, Robert, Ednaston Lodge, near Derby

401 KoNDO, R. , CO Furukawa Mining Office, 1, Icchome

Taesucho, Kojimachi, Tokj'o, .Japan

402 Korte, Christian, 10, Avenue Crescent, Harehills Avenue,

Leeds ...
403*KwANG, KwoNG Yung, Lincheng Mines, Lincheng, r«Vt
Peking, North China

404 Lacey, Frank Philip Sleioh

405 Laird, John, c/o Cia Paulista-de-Aniagens, 51a, Rua Sao

Bento, Sao Paulo, Brazil, South America

406 Lancaster, John, Dunchurch Lodge, Rugbj^

407 L.A.NCASTER, JoHN, Aucheuheath, Hamilton ...
408*Landero, Carlos F. de, P.O. Box 226, Guadalajara, Jalisco,

Mexico
409 Langslow-Cock, Edward Arthur, Chief Inspector of

Mines, Naraguta, Bauchi Province, Northern Nigeria,

West Africa
410*Laporte, Henry. 151, Chaussee de Charleroi, Brussels,

Belgium

411 Lathbury, Graham Campbell, Giridih, E.LR., Bihar and

Orissa, India ...

412 Latimer, Hugh, 32, Woodlands Terrace, Darlington

413 Lawn, James Gunson, c/o The Standard Bank of South

Africa, Limited, 10, Clement's Lane, Lombard Street,
London, E.C. ... ' ...

414 Lawson, William, 23, Ballast Point Road, Balmain,

Sydney, New South Wales, Australia ...

415 Leach. Charles Catterall, Seghill Hall, Northumber-

land (Vice-President, Memher of Council)

M.
M.

S.
M.

S.
M.
M.

S.
.M.
M.

Dec. 14,
April 2,
Aug. 6,
April 9,
June 12,
April 9,
April 25,
Feb. 14,
April 1],
March 2,
Aug. 7,
Aug. 3,
June 9,
April 7,
Aug. ] ,
.June S,

1912

1898
1904
1892
1897
1892
1896
1903
1891
1878
1886
1898
1900
1877
1885
1889

A.M.
M.

S.
A.
M.

Aug. 5, 1905

Oct. 13, 1900
April 10, 1886

June 21, 1894

Feb. 13, 1909

June 8, 1895

April 12, 1913

June 13, 1914
March 2, 1865

Sept. 7, 1878

Feb. 15, 1896

Aug. 2, 1902
April 12, 1913

May 5, 1877

Feb. 14, 1903
Feb. 15, 1896
Aug. 1, 1903
Feb. 11, 1905

A.M

July 14, 1896

Aug. 6, 1910
March 7, 1874
Aug. 6, 1881
Aug. 4, 1883

XXX

LIST OF MEMBERS.

416

417

418

419
420

421

422

423
424'
425
426

427

428
429

430

431
432

433

434
435

436
437

Lebour, (lEORGE ALEXANDER Louis, Armstrong College,

Newcastle-upon-Tyne, l^ran.sdctions, etc., sent to Rad-

cliffe House, Corbridge, Northumberland
Leck, William, H.M. Inspector of Mines, Cleator Moor,

Cumberland ...
Leck, William John, Udi, Onitsha, South Nigeria, West

Africa, c/a Foruados ..
Ledger, William, Mount Nicholas, Tasmania
Lee, John Wilson Richmond, 70, .St. Helens Gardens,

North Kensington, London, W. ...
Lee, Percy Ewhank, Westfield, Annfield Plain, County

Durham
Lee, William, Blackhall Colliery, Castle Eden, County

Durham
Leech, Arthur Henry, 11, King Street, Wigan ...
"Lessner, Charles, Carril, Pontevedra, Spain
LiDSTER, Ralph, Langley Park Colliery, Durham ...
LiSBOA, Miguel Arrojado Ribeiro, 426, Praia de Botafogo,

Kio de Janeiro, Brazil, South America ...
LiSHMAN, Tom Alfred, Horden Dene, Easington, Castle

Eden, County Durham

Lishman, William Ernest. 73, Osborne Road, New-
castle-upon-Tyne

Liveing, Edward H., Brookfield House, Long Stanton,
Cambridge

. A.M,
M.

LocKwooD, Alfred Andrew, 46, Marmora Road, Honor

Oak, London, S.E

Long, Ernest, Sterndale, Romiley, Stockport
LoNGWOBTH, William, Ocean House, Moore Street, Sydney,

New South Wales, Australia
Louis, Henry, 4, Osboi'ue Terrace, Newcastle-upon-Tyne

(YiCK-FB.ESiDBt^T, Member of Council)

LowDON, Thomas, Hamsteels, near Durham ...

LuPTON, Arnold, 7, Victoria Street, Westminster, London,

S.W _

Lyall, Edward, 19, Victoria Road, Darlington
Lyall, William, 15, Bracken Road, Darlington

Date. of Election
and of Transfer.

Feb. 1, 1873

Nov. 24, 1894

Dec. 12. 1914
Aug. 5, 1911

Aug. 5, 1893

Feb. 11, 1905

Feb. 10, 1912
Feb. 9, 1901
Oct. 14, 1911
April 4, 1903

Aug. 5, 1905
Nov. 24, 1894
Aug. 7, 1897
April 13, 1901

June 10, 1893
Sept. 1, 1877
Aug. 2, 1884
Aug. 3, 1889

June 12, 1897
Aug. 4, 1906

June 11, 1910

Feb. 15, 1896
Dec. 14, 1889

Nov. 6, 1869
Oct. 14, 1905
Feb. 13, 1909

4.38 McCarthy, Edward Thomas, 10 and 11, Austin Friars,
London, P]. C. ...

439 McCowAN, Robert David, Roseneath, near Whitehaven ..

440 McGeachie, Duncan, West Wallsend, New South Wales,

Australia

441 McInerny, Augustin Joseph, 7, Rue de Hollande, Tunis

442 Mackintosh, James, Mihijam, E,I.R. , Sonthal Pergunnahs,

Bihar and Oiissa, India

443 McLellan, Neil, Idsley House, Spennymoor

444 McMuRTRiE, George Edwin James, Radstock, Bath

445 McNeill, Bedford, 1, London Wall Buildings, London

Wall, London, E.C

446 McVee, Robert, Inspector of Mines, Jones Street, Collie,

Western ' Australia .,

447 Manderson, John Thomas, North Seaton Colliery, New-

biggin-by-the-Sea, Northumberland

448 Manning, Arthur Hope, P.O. Box 88, Heidelberg, Transvaal
449*Markham, Gervase Edward, Acton House, Darlington ...

A.M.
M.

A.M.

450 Marks, Arthur Tristman, c/o The Nile Valley Gold-mining

Company, Limited,- 15, Copthall Avenue, London, E.C.

451 Marks, Herbert T., 57, Moorgate Street, London, E.C. ...

Oct. 8,
Aug. 3,
Dec. 11,

Nov. 24,
Aug. 4,

Oct. 12,
Dec. 13,

Aug. 2,
Dec. 12,

Dec. 11,

June 1,

Dec. 10,
Dec. 11,
Dec. 4,

Aug. 7,
June 8,

June 12,
Oct. 12,

1887
1889
1909

1894
1906

1895
1902
1884
1891

1897

1912

1910
1897
1875
1880
1889

1909
1901

LIST OF MEMBERS.

XXXI

452

Marley, Frederic Thomas, Monkscroft, St. Bees, Cum-
berland...

453 Marr, James Heppell, Castlecomer, County Kilkenny
454^

Marriott, Hugh Frederick, c'o The Central Mining and
Investment Corporation, Limited, 1, London Wall
Buildings, London Wall, London, E.C. ...

455 Marsh, Thomas Aspixall, Leaders Buildings, Wigan

456 Marshall, Alexander Gilchrist, IJenniston, Buller,

New Zealand ...

457 Martin, Henry Stuart, c o H. Eckstein and Company,

P.O. Box 149, Johannesburg, Transvaal..

458 Martin, Tom Pattinson, Seaton Park, near Workington...

459 Matsubayashi, Yasukuma, Daimyokoji, Karatsumachi,

Sagaken, Japan

460 Matthews, Frederick Berkley, Westerhall, Langholm A.

461 Maurice, William, Star Works, Boston Street, Sheffield

462 Mawson, Robert Bryham, Elm Bank, Wigan

463 Mein, Henry Johnson, Carterthorne Colliery, Toft Hill,

Bishop Auckland

464 Mellon, Henry, Brook Lea, Askam, Lancashire ...

465 Merivale, Charles Herman, Middleton Hall, near Leeds

Date of Election
and of Transfer.

Oct. 8

Aug. 5

Dec. 14

Feb. 13

Dec. 12

466 Merivale, John Herman, Togston Hall, Acklington,

Northumberland (Secretary, Past-President, Mem-
ber of Council)

467 Merz, Charles Hesterman, .32, Victoria Street, West-

minster, London, S.W.

468 Mesurier, George James Brooke Le, Ballarpur, Chanda

District, C. P., India

469 Middleton, John Thomas, 28, Victoria Street, West-

minster, London, S.W.

470 Miller, J. P. K., H. C. Frick Coke Company, Scottdale,

Pennsylvania, U.S.A.

471 Mills, Frederick Peter, 854, Scotswood Road, New-

castle-upon-Tyne

472 Milne, Norman Boarer, Inspector of Mines Office, Boks-

burg, Johannesburg, Transvaal

473 Minns, Thojias Tate, Ouston House, Birtley, County

Durham

474 MiNTO, George William, Harraton CoUiiry, Chester-le-

Street ...

475 Montgomery, Alexander, Department of Mines, Perth,

Western Australia ...

476 Moore, Robert Thomas, 142, St. Vincent Street, Glasgow

477 Moore, William, Westfield, Loftus, Yorkshire ... ...A.

478 MoREiNG, Charles Algernon, 20, Copthall Avenue,

London, HC. ...

479 Morgan, Griffith Rees, 178, Commercial Street, Sen-

ghenydd, Cardiff

480 Morgan, John, Stanley Villa, Crook, County Durham

481 Morgans, Godfrey Ewart, Repre, entative of the Ministry,

National Projectile Factory, Birtley, County Durham ...

482 MoRisoN, John, 14, ^aville Row, Newcastle-upon-Tyne A.

483 MoRLAND-JoHNSON, Edwaru Thomas, The Limes, 6, Hart-

ington Road, Chorltou-cum-Hardy, Manchester

484 Morris, John, 15, Brynmill Crescent, Swansea ... ■ ...

Dec. 12
Oct. 10

Dec. 10

April 13
April 4

Feb. 12
Dec. 9
June 8,
Dec. 14
June 11

Dec. 9
April 25
June 9
. Aug. 6
Dec. 14

May 5

June 10

Aug. 1

Dec. 10

Dec. 14

April 4

Dec. 11
April 10
Aug. 1.
Feb. 12
. Oct. 10
. Feb. 14

Dec. 9
Oct. 8
Nov. 19
Aug. 3

Nov. 7

Aug. 7
Dec. 9

Dec. 12
Dec. 4
Aug. 3

April 10
, April 4
, Aug. 6

1898
1905
1907
1S97
1903

1896
1908

1910

1907
1903

1916

1882
1S89
1907
1892

1899
1896
1900
1904
1907

1877

1903

1914

1910

1895

1914

1909
1897
1903
1910
1891
1914

1899
1892
1881
1889

1874

1915
1905

1914

1880
1889

1897
1903
1904

LIST OF MEMBERS.

485 Morris, William, WaUlridge Colliery, Chester-le-Street ...

486 Morse, Willard S., Seaford, Delaware, U.S. A

487*MoRT, Arthur, Khost, N. VV. R. , Balucliistan, India

488 Morton, Reginald Charles

4S9 Morton, William Rostern, 37, Shortridge Terrace, New-
castle-upon-Tj'iie

490 Mountain, William Charles, 8, Sydenham Terrace, l^ew-

cSiStle-nYion-Tyne {Meniher of CoKuril)

491 MuNDLE, Arthur, Murton Chambers, 8, Grainger Street,

Newcastle-upon-Tyne

492 Murray, William Cuthbert, Framwellgate Colliery,

Durham

493 Murray, William John, Victor American Fuel Company,

311, E. and C. Building, Denver, Colorado, U.S.A. ...

494 Mutch, Stanley Robert, East Lodge, Seaton, Workington

495 Nagazumi, Junjiro, Kannonsaki, Shimonoseki, Japan

496 Nelson, Charles Anthony, Battle Hill, Willington Quay,

Northumberland

497 Nelson, George Catron, Holly Garth, Brandon Colliery,

County Durham

498 Nesbtt, John Straker, Marley Hill Colliery, Swalwell,

County Durham

499 Newbery, Frederick, Throgmorton House, Copthall

Avenue, London, E.C. ... ... ...

600 Newbigin, Henry Thornton, 3, St. Nicholas' Buildings,
Newcastle-upon-Tyne

501 Nicholas, Benjamin, Levant Mining Company, Levant

Mine, Pendeen, Cornwall ...

502 Nicholson, Arthur Darling, H.M. Divisional Inspector

of Mines, Astley, Manchester

503 Nicholson, John Hodijson, Cowpen Colliery Office, Blyth

504 Nisbet, Norman, Haqjerley Hall, Tantobie, County Durham

505 Noble, Ernest Edward, 30, Ashleigh Grove, Fulwell,

Sunderland

506 Noble, Thomas George, Sacriston Colliery, Durham

507 NoMi, AlTARO, No. 2, 7 Chome, Kitamachi, Aoyama,

Tokyo, Japan ...

508 NoRRis, Robert Van Arsdale, 520-524, Second National

Bank Building, Wilkes-Barr6, Pennsylvania, U.S.A. ...

509 Northey, Arthur Ernest, Mina Dario, Muga de Sayago,

Zamora, Spain
510*Nobthumberlant>, His Grace the Duke of, Alnwick
Castle, Northumberland

511 Oates, Robert Joseph William, co Bank of New South

Wales, Launceston, Cornwall, Tasmania

512 Oliver, Ernest Hunter, Durham House, Murton Colliery,

County Durham

513 Oliver, Robert, Cold Knott Collieries, Crook, County

Durham

514 Olsen, Arnold Carl Louis, P.O. Box 2, Florida,

Transvaal

515 Ornsby, Robert Embleton, 7, Osborne Terrace, Newcastle-

upon-Tyne ... ...

Date of Election

and of Tni

.iisfer.

Oct. 8

, 1892

June 13,

1896

Dec. 9,

1899

Aug. 3,

1907

Aug. 7,

1909

April 9,

1892

June 5,

1875

M.'

Aug. 4,

1877

June 10,

1903

June 13,

1914

April 10,

1915

Dec. 12,

1908

Dec. 14,

1912

, Feb. 8,

1902

. Feb. 10,

1912

, Oct. 9,

1897

, Aug. 5,

1905

Oct. 12,

1907

A.M.

April 2,

1898

Feb. 13,

1904

Oct. 13,

1894

Oct. 8,

1910

June 13,

1885

Aug. 4,

1894

Feb. 12,

1898

Oct. 1.

1881

Aug. 3.

1889

April 8.

1893

, Nov. 24,

1894

Aug. 3,

1901

Aug. 6,

1904

April 8,

1916

Feb. 13,

1892

June 8,

1895

Aug. 5,

1899

Feb. 13,

1909

June 10,

1903

Aug. 2,

1913

Feb. 10,

1883

A.M

. Aug. 1,

1891

Dec. 12,

1891

Feb. 8,

1902

Aug. 1,

1908

Oct. 9,

1909

Dec. 11,

1915

Dec. 9,

1905

'"5^

June 11,

1898

LIST OF MEMBKRS. XXXlll

Date of Election
and of Transfer.

516*0SHIMA, RoKURO, 121, Yoyogi, Toyotama-gun, Tokyo,

Japan AprillO

517 OuGHTOx, Ernest, 39, Wedderburn Road, Harrogate ... A. Deo. 11

M. Aug. 5

518 Owens, William David, Lehigh Valley Coal Company, 239,

Philadelphia Avenue, Pittston, Pennsylvania, U.S.A. Feb. 11

519 Paley, George, Glebe House, Whitburn, Sunderland ... Oct. 12

520 Palmer, Claude Bowes, Wardley llall, Pelaw, Newcastle- A.M. Nov. 5

upon-Tyne M. June 8

521 Palmer, Harry, 16, Fountain Street, Guisborough, York- 8. June 14^

shire A. Aug. 7

M. Dec. 12

522 Pamely, Caleb, 64, Cromwell Road, Bristol S. Sept. 5

M. Aug. 5

523 Pamplin, Eliah George, Cherry Hinton, Cambridge ... Aug. 1

524 Parish, Charles Edward, 31, Hanger Lane, Ealing,

London, \V Feb. 10

525 Parrington, Henry Mason, Dene House, Castletown, S. Feb. 13

Sunderland ... ... ... ... A. Aug. 3

M. Aug. 7

526 Parrington, Matthew William, Wearmouth Collierj-, Sun- 8. Dec. 1

derland (Past-President, J/e??i/(£r o/C'oM?i«7) M.Aug. 6

527 Parrington, Thomas Elliot, Carley Hill, Monkwear- S. Aug. 3

mouth, Sunderland ... ... ... ... ... ... A. Aug. 1

M. Oct. 12

528 Parsons, Hon. Sir Charles Algernon, K.C.B., Heaton A.M. June 12

Works, Newcastle-upon-Tyne ... ... ... ... M. Aug. 3

529 Pasquier, Arthur Edmund du. The British Westinghouse

Electric and Manufacturing Company, Limited, Con-
solidated Buildings, Johannesburg, Transvaal ... ... Dec. 11

530 Peake, R. Cecil, Cumberland House, Redbourn, St. Albans S. Feb. 7

A.M. Aug. 7
M. Aug. 3

531 Pearson, Reginald George, Paardekop, District

Standerton, Transvaal ... ... ... ... ... Feb, 12

532 Pedelty, Simon, 3, Tunstall Terrace, Ryhope Colliery, A. Dec. 10

Sunderland ... ... .. ... ... ... ... M. Dec. 14,

533 Peel. Robert. New Brancepeth Colliery, Durham Aug. 6, 1892

534 Percy, Frank, Mining and Technical College, Wigan.

Trunsactiovs sent to The Librarian, Wigan Free

Library, Wigan Dec. 12, 1903

5.35 Percy, Robert McLeod, Woodside, Poynton, Stockport Dec. 14, 1907

536 Phillips, Henry Archibald Allen, Westmancote,

Uplands Terrace, Swansea ... ... ... ... ... June 1, 1912

537 Phillips, Pebcy Clement Campbell, Hall's Collieries,

Limited, Swadlincote, Burton-upon-Trent ... ... June 10, 1903

538 PocKSON, Melville John Hastings, Kenilworth, East

Avenue, Benton, Newcastle-upon-Tyne ... ... ... Oct. 8. 1910

539 Pollitzer, Samuel Joseph, Terrys Chambers, 14, Castle-

reagh Street, Sydney, New South Wales, Australia ... April 12, 1902

540 Poole, Gordon George Thomas, Washington Steel and A.M. Oct. 11, 1913

Iron Works, Washington Station, County Durham ... M. Dec. 12, 1914

541 Poole, William, Julius and Poole, Culwalla Chambers,

Castlereagh Street, Sydney, New South Wales, Australia Feb. 13, 1909

542'PooRE, George Bentley, Ross, Marin County, California, A.M. Dec. 10, 1898

U.S.A M. April 8, 1899

543 Porter, John BoNSALji, McGill University, Montreal,

Quebec, Canada Dec. 8, 1900

5-14 Powell, Charles Henry, Mount Miller Mining Company,

Limited, Beecher, Boyne Valley Line, via Gladstone,

Queensland, Australia June 14, 1902

545 Prest, John Joseph, Hardwick Hall, Castle Eden, County

Durham Feb. 9, 1901

1897
1909
1911

1905

1901
1892
1895
1902
1909
1914
1868
1877
1903

1900
1904
1907
1909
1864
1870
1895
1903
1907
1886
1889

1915
1880
1886
1889

1910
1892
1907

XXXiv LIST OF MEMBERS.

Date of Election
and of Transfer.

546 Price, Francis Holborrow Clynn, 7, I'icton Place,

Swansea June 10, 1899

547 Price, Frederick Jamks, Collie, Western Australia ... Oct. 11, 1913

548 Price, vStephen PticHARO, Dilston House, Corbridge, S. >iov. '.i, 1877

Northumberland A.M.Aug. 1,1885

M. Aug. 3, 1889

549 Price, Samuel Warren, The Wern, Peterston-super-Ely,

Cardiff Aug. 3, 1895

550 Pringle, John Archibald, Mysore Mine, Marrikuppam,

Mysore, India ... Dec. 10, 1898

551*Prior, Hon. Edward Gawler, Victoria, British Columbia.
'rransactions sent to Thomas R. Stockett, ^Ve.stern
Fuel Company, Nanaimo, British Columbia ... ... Feb. 7, 1880

552 PoLLON, Joseph Thomas, Rowangarth, North Park Road,

Roundhay, Leeds Feb. 11, 1905

553 Rae, John Livington Campbell, Lisgar, 75, King Street,

Newcastle, New South Wales, Australia Oct. 14,1899

554 Raine, Frederick James, The New Copley Collieries, S. Feb. 15, 1896

Limited, Cockfield, County Durham A.Aug. 6,1904

M. Feb. 9, 1907

555 Ramsay, John, Tursdale Colliery, Ferry Hill ... ... A. April 27, 1895

M. Feb. 13, 1904

556 Ramsay, William, Glen View, Midsomer Norton, Bath Feb. 12, 1910

557 Rankin, Thomas Thomson, 81, Cannon Street, London,

EC April 9,1904

558 Raw, George, Haltwhistle, Northumberland June 13, 1914

559 Redman, Sydney George, Collingwood Buildings, New-

castle-upon-Tyne ... Feb. 10, 1906

560 Redwood, Sir Boverton, Bart., The Cloisters, 18, Avenue

Road, Ret^ent's Park, London, N.W June 21, 1894

561 Reed, William Fenwick, 16, Princes Gardens, Monk-

seaton, Whitley Bay, Northumberland April 8, 1916

562 Rees, Robert Thomas, Glandare, Aberdare Aug. 7,1897

563 Rees, William Thomas, Maesyffynon, Aberdare A.M. Oct. 9, 1897

M. Feb. 12, 1898

564 Rhodes, Charles Edward, The Bungalow, Lane End,

Rotherham Aug. 4, 1883

565 Richardson, Nicholas, CO Miss D. Richardson, 3, Summer- S. Dec. 12, 1896

hill Grove, Newcastle-upon-Tyne A.Aug. 3,1901

M. Dec. 14, 1901

566 Riddle, James Edward, West Denton Colliery, Scotswood,

Northumberland Oct. 11, 1913

567 Ridge, Harry Mackenzie, 2, Great Winchester Street,

London, E.G. Dec. 14, 1907

568 Ridley, James Cartmell, Cathedral Buildings, Newcastle-

upon-Tyne Dec. 14, 1912

569 Ridley, Norman Backhou.se, Union Chambers, 32,Grainger

Street West, Newcastle-upon-Tyne June S, 1895

570 RiDPATH, Thomas Rossiter, Blaydon Burn, Blaydon-upon- S. June 8, 1901

Tyne, County Durham A. Aug. 4, 1906

M. April 9, 1910

571 Rigby, Thomas Henry, Leaders Buildings, King Street,

Wigan Dec. 12, 1908

572 Ritson, John Ridley, Burnhope Colliery, Lanchester, S. April 11, 1891

Durham A.M.Aug. 3,1895

M. Feb. 14, 1903

573 Ritson, Utrick Alexander, Milburn House, Newcastle-

upon-Tyne Oct. 7, 1871

574 Ritson, William Henry, V.D., Springwell Hall, Durham A.M. Dec. 11, 1915

M. June 3, 1916

575 Roberton, Edward Heton, Sibpur College, Calcutta,

India ' Dec. 12, 1914

LTST OF MEMBKRS.

576 Roberts, James, Jun., Perran House, Perranporth,

Cornwall

577 Roberts, John, 41, Coram Street, Russell Square, London,

W.C

578 Roberts, William, Bella Vista, Perranporth, Cornwall ...

579 Robertson, Daniel Alexander Wilberfokce, Metro-

politan Colliery, Helensburgh, near Sydney, New
South Wales, Australia
580*Robertson, James Robert Millar, 38, Pitt Street,
Sj^dney, New South Wales, Australia ...

581 "Robins, Samuel Matthew, Netherleigh, Torrs Paik, Ilfra-

combe. Tran-9ac/ioiis sent to Thomas R. Stockett,
Western Fuel Companj', Nanaimo, British Columbia ...

582 Robinson, Ueorge, Boldon Colliery, County Durham

583 Robinson. Georce Henry, Jun., The Itabira Iron Ore

Company, Limited, c/o Wilson, Sons and Company,
Limited, Rio de -Janeiro. Brazil, South America

584 Robinson, John Thomas, South Medomsley Colliery,

Dipton, County Durham

585 Robinson, John William, Bebside Colliery, Bebside,

Northumberland

586 Robinson, Stanley, Colliery Office, Bunker Hill, Fence

Houses

587 Rochester, William, Hightield, Beechwood Avenue,

Ryton, County Durham

588 Rogers, John, Tanfield Lea House, Tantobie, County

Durham

589 Ronaldson, James Henry, 4, London Wall Buildings,

London Wall, London, K.C.

590 Rosenplaenter, Carlos Bernard, c/o Henry S. King

and Company, 65, Cornhill, London. E.C.

591 RouTLEDGE, WiLLiAM Henry, Glanbaiden, Gilwern,

Abergavenny ... ... ... ... ... ... ... A

592 RowE, Joseph Seymour, Metropolitan Colliery, Helens-

burgh, New South Wales, Australia

593 Rowley, Walter, 20, Park Row, Leeds

594 RuMBOLD, William Richard, Oruro, Bolivia, South

America, via Buenos Aires i Tupiza

595 Russell, Robert, Coltness Iron Works, Newmains,

Lanarkshire ...

596 Rutherford, Robert, The Lawn, Rhymney, Cardiff

597*Saise, Walter, Stapleton, Bristol A.

598 Sam, Thomas Birch Freeman, Domkodu, Cape Coast

Castle, \Vest Africa ...

599 Samborne, John Stukely Paj..mer, Timsbury House,

Bath

600 Sample, James Bertram, Coolbawn, Castlecomer, County

Kilkenny

601
602
fi03
604

605

Sampson, William, Kapar, Selangor, Federated Malay States
'Sam WELL, Nicholas, P.O. Box 385, Rangoon, Burma, India
Sandow, William John Josiah, Treswithian, Camborne
Saner, Charles Benjamin, Luipaards Vlei Estate and

Gold-mining Company, Limited, P.O. Box 53, Krugers-

dorp, Transvaal
^SAWYER, Arthur Robert, 826, Salisbury House, London

Wall. London, E.C A,

Data of Election

and of Transfer.

Dec. 14,

1895

Feb. 10,

1912

Aug. 4,

1908

Aug. 6,

1892

Aug. 2,

1890

Oct. 12,

1895

June 10,

1899

Dec. 9,

1899

April 8,

1905

Feb. 13,

1892

April 12,

1902

Aug. 5,

1905

Feb. 14,

1914

Oct. 12,

1901

Aug. 1,

1908

Jime 1,

1912

Dec. 10,

1898

Deo. 12,

1908

April 8,

1899

Aug. 4,

1906

. Feb. 11,

1911

Aug. 6,

1892

June 1,

1912

Oct. 7,

1876

Aug. 1,

1885

June 8,

1889

Aug. 3,

1907

Aug. 5,

1893

June 14,

1902

Aug. 3,

1878

Oct. 11,

1902

Nov. 3,

1877

Aug. 3,

1889

Aug. 5.

1893

Aug. 1,

1891

Jan. 19,

1895

Aug. 4,

1900

Oct. 10,

1903

Oct. 9,

1909

April 13,

1901

Feb. 8,

1908

April 10

1897

June 10,

1911

Dec. 6,

1873

Aug. 2,

1879

June 8,

1889

Date of Election
and of Transfer.

April) 3, 1907

A.
M.

April 8, 190d
April 11, 1874
Aug. 4, 1877
April 9, 1892
Oct. 8, 1892
Feb. 11, 1899

Oct. 11, 1902
June 10, 1911

XXXVi LIST OF MEMHEKS,

606 ScHNABEL, Lebereciit FERDINAND RicHARD, Sun Buildings,

Corner of Bourke and Queen Streets, Melbourne,
Victoria, Australia ...

607 Scott, Anthony, Netherton Colliery, Nedderton. Newcastle-

upon-Tyne ... ...

608 Scott, Charles F. , Newbell, Consett, County Durham . . .

609 Scott, Ernest, 42, Westgate Road, Newcastle-upon-Tyne

610 Scott, Edward Charlton, Woodside Cottage, Totley Rise,

Slietfield

611 Scott, Herbekt Kilburn, 46, Queen Victoria Street,

London, E.C. ...

612 Scott, William -AN(iUS, 102, St. Mary Street, Cardiff

613 Scott, Walter Robert, The Limes, South Moor, Stanley,

County Durham April 4,1914

614 Sethna, Nanabhoy Rcstomji, c,'o Midland Coal, Coke and

Iron Company, Limited, Apedale, Newcastle, Stafford-
shire Oct. 10, 1914

615 Severs, Joseph, North Walbottle, Newburn, Northumber-

land June 8, 1901

616 Severs, William, Beamish, County Durham A. Nov. 5, 1892

M. Dec. 8, 1900

617 Shanks, John, Nordegg, Alta, Canada Aug. 5, 1905

618 Sheafer, Arthur Whitcomb, Pottsville, Pennsylvania,

U.S.A Aug. 4,1894

619 Shiel, Francis Robert Archibald, Rosebank, Burnopfield,

County Durham June 10, 1911

620 Simon, Frank, Rand Club, Johannesburg, Transvaal ... Dec. 14, 1895

621 Simpson, Charles Liddell, 13, Montagu Place, Montagu

Square, London, W. April 8, 1893

622 Simpson, Francis L. G.i.Mohpani Coal-mines, Gadawarra, A.M. Dec. 13, 1884

C.P., India M. Aug. 3, 1889

623 Simpson, Frank Robert, Hedgefield House, Blaydon-upon-

Tyne, County Durham (Vice-President, Member of
Council)

624 Simpson, John, FoUonsby, Hawthorn Gardens, Monkseaton,

Whitley Bay, Northumberland (Vice-President, Mem-
ber of Council) ..

625 Simpson,' John Bell, Bradley Hall, Wylam, Northumber-

land (Past-President, Member of Council)

626 Simpson, Robert Rowell, Inspector of Mines, Dhanbaid,

E.I.R. , Manbhum, Bihar and Orissa, India

627 Simpson, Thomas Ventress, Throckley Colliery, Newburn,

Northumberland ... ...

628 Skertchley, Sydney A. R., c'o The Institution of Mining

and Metallurgy, 1, Finsbury Circus, London, E.C.

629 Sloan, Robert Patrick, Craiglea, Graham Park Road,

Gosforth, Newcastle-upon-Tyne ... ... ...

630 Smallwood, Percy Edmund, The Garth, Medomsley,

County Durham

631 Smart, Alexander, 4, Loudon Wall Buildings, London

Wall, London, E.C ^ •••

632*Smith, Richard Clifford, Grovehurst, Tunbridge Wells

633 Smith, Robert Fleming, Melwyn, Cleator Moor, Cumber-

land

634 Smith, William, P.O. Box 653, Johannesburg, Transvaal ...

635 Smith, William Woodend, 1, Victoria Terrace, St. Bees,

Cumberland ...

636 Snodcrass, Benjamin Walter, Delagua, Colorado, U.S.A.

637 Sopwith, Arthur, Wavertree, Handsworth, Staffordshire

638 Southern, Edmund Octavius, North Seaton Hall,

Newbiggin-by-the-Sea, Northumberland

Aug.
Aug.

4,
1,

1883
1891

. Dec.

1SG6

• Aug.

,1868

Oct.

1860

S.
A.
M.

Aug.
Aug.
Oct.

2,
11,

1895
1902
1902

Dec.

14,

1895

A.
M.

Aug.
Dec.

2,
13,

1902
1902

April

13,

1901

Oct.

1910

. Oct.

11,

1902

. Oct.

12,

1907

Feb.

10,

1894

Dec.

1874

Aug.
Oct.

6,
11,

1904
1902

Aug. 6,
June 13,

1904
1914

Aug.
Dec.

6,
5,

1863
1874

A.M.
M.

Aug.
June

1885
1889

LIST OK MKMBKRS. XXXVll

Date of E;iectioii
and of Transfer.

639 Southern, R. W. A., 33, The Parade, Cardiff Aug. 3, 1865

640 Southern, Stephen, Heworth Collierj-, Felling, Glateshead- S. Dec. 1-1, 1895

upon-Tyne A. Aug. 3, 1901

M. Dec. 1-2, 1914

641 SouTHWooD, Reginald Thomas Enfield, Nether House,

Spencer Road, Putnej', London, S.W Feb. 10,1906

642 Spence, Robert Foster, Backworth, Newcastle-upon-Tyne S. Nov. 2, 1878

(Member of Council) A.M.Aug. 2.1884

M. Aug. 4, 1889

643 Stanley, George Hardy, South African School of Mines and

Technology, P.O. Box 1176, Johannesburg, Transvaal April 12, 1902

644 Steavenson. Charles Herbert, Redheugh Colliery, Gates- 8. April 14, 1883

head-upon-Tyne A. Aug. 1, 1891

M. Aug. 3, 1895

645 Steel, Robert, Wellington Colliery Office, Whitehaven ... Aug. 5, 1905

646 Stephenson, Ralph, Fern Cottage, Poolstock Lane, Wigan Dec. 10, 1904

647 Stew.art, William, Brodawel, Caerleon, Newport,

Monmouthshire .. ... ... ... ... ... June 8, 1895

648 Stobart, Frank, Selaby Hall, Gainford, Darlington ... S. Aug. 2, 1873

A.M. Aug. 5, 1882
M. June 8, 1889

649 Stobart, Henry Temple, Wearmouth Colliery, Sunderland 8. Oct. 2, 1880

A.M.Aug. 4, 1888
M. Aug. 3, 1889

650 Stobart, William Ryder, Colliery Office, Etherley,

Bishop Auckland Oct. 11,1890

651 Stoker, Arthur P., 52, Holywell Avenue, Monkseaton, S. Oct.. 6, 1877

Whitley Bay, Northumberland A.M.Aug. 1,1885

M. Aug. 3, 1889

652 Stokoe, James, Herrington Lodge, West Herrington, via A. Nov. 24, 1894

Sunderland M. Dec. 10, 1904

653 Stokoe, John George, Woodside, Maltby, Rotherham ... A. Dec. 9, 1899

M. Feb. 11, 1911

654 Stone, Arthur, Heath Villas, Hindley, Wigan June 13, 1896

655*Stonier, George Alfred, 726, Salisbury House, London, E.G. June 11, 1904

656 Storey, William, [Jrpeth Villas, Beamish, County Durham April 12, 1902

657 Stow, Audley Hart, Pocahontas, Virginia, U.S.A. ... Feb. 13, 1909

658 Straker, J. H. , Howden Dene, Corbridge, Northum-

berland Oct. 3, 1874

659 Streatfeild, Hugh Sidney, Ryhope, Sunderland ... A.M. June 8, 1889

M. Aug. 3, 1889

660 Stuart, Donald McDonald Douglas, 25, Woodstock Road,

Redland, Bristol June 8, 1895

661 Suggett, Arthur, Ivy House, Witton-le-Wear, County

Durham June 13, 1914

662 Sum.merbell, Richard, Preston Colliery, North Shields ., A. Dec. 9, 1905

M. Dec. 14, 1907

663 Sutcliffe, Richard, Horbury, Wakefield •• June 14, 1902

664 Sutton, William, Grosmont, 46, Palace Road, Streatham

Hill, London, S.W

665 Swallow, Frederick Charles, Amphion House, Don-

caster ...

666 Swallow, John, 2, Percy Gardens, Tynemouth, North

Shields

667 Swallow, Ralph Storey, Park House, Duffield Road,

Derby ...

668 Swallow, Wardle Asquith, Seaham Colliery, New Sea-

ham, Seaham Harbour, County Durham ...

669 Swinburne, Umfreville Percy, Chief Inspector of Mines,

Union of South Africa, P.O. Box 1132, Johannesburg, A.M. Aug. 4, 1894
Transvaal M. June 14, 1902

670 Swindle, Jackson, North Bank, Beech Grove, Whickham,

Swalwell, County Durham June 14, 1902

April

28,

1900

Dec.

1911

May

1874

A. Dec.

1899

M. Dec.

12,

1903

S. Dec.

1893

A. Aug.

1901

M. Aug.

1902

xxxvm

LIST OF MKMli];RS.

671 Symons, Francis, Ulverston

672 Tali.is, John Fox, 84, High Street, Newport, Monmouth-

shire

673 Tate, Robert Simon, Tlie Old House, Trimdon Grange,

County Durham

674 Tate, Simon, Trimdon Grange Colliery, Comity Durham

(Member of Council) ...

675 Tate, Walker Oswald, Usworth Hall, Washington.

Washington Station, County Durham (Member of
Conned)

676 Taylor, Thomas, Chipchase Castle, Wark, Northum-

berland

677 Teasdale, Thomas, 14, North Lodge Terrace, Darlington

678 Templetox, John Clark, The Maikop Pipeline and Trans-

port Company, Limited, Apsheronskaj-a, near Maikop,
Kuban District, South Russia

679 Tennant, John Thomas, Mitchell Street, Merewether,

Newcastle District, New South Wales, Australia

680 Terry, Arthur Michael, 1, Clifton Road, Newcastle-

upon-Tyne
6S1 Thom, Archibald, 25, Belle Isle Street, Workington

682 Thomas, David Lewis, Glanyiafon, Slate Street, Morriston,

Glamorgan ... ... .. ... ... ...

683 Thomas, Ernest Henry, The Hollies, Trecynon, Aberdare

684 Thomas, Iltyd Edward, Glanymor, Swansea

685 Thomas, J. J., Hawthorn Villa, Kendal . .

686 Thomas, Richard, Cambria Villa, Stockton, New South

Wales, Australia

687 Thomlinson, William, Seaton Carew, West Hartlepool ...

688 Tho.mpson, John Willi a>'i, East Holywell Colliery, Shire-

moor, Newcastle-upon-Tyne

689 Thompson, Robert Reginald, c o Strick, Scott andCom-

panj% Limited, Mohammerah, Persia, ina Bombay and
Per.sian Gulf ...

690 Thomson, Thomas, Ngaruawahia, Auckland, New Zealand

691 Thornton, Norman Mcschamp, 301, Tegler Building,

Edmonton, Alberta, Canada ...

692 Thornton, Thomas, Blackball Colliery, Castle Eden,

County Durham

693 Todd, John Thomas, Blackwell Collieries, Alfreton

694*TowNSEND, Harry Poyser, Village Deep, Limited,
P.O. Box 1064, Johannesburg, Transvaal

695 Trelease, William Henwood, Chalet CoUombert, Aix-

les-Bains, Savoie, France ...

696 Trevor, Earle Wellington Jenks, c o Percy Tarbutt and

Company, 18, St. Swithin's Lane, London, E.C

697 Trewartha-James, William Henry, Manor Lodge,

4, Grove End Road, St. John's Wood, London, N. W.

698 Trotman, Henry Leigh, Capital and Counties Bank,

Dawlish; Devon

699 Tulip, Samuel, Bunker Hill, Feuce Houses ...

700 Turnbull, James, The Willows, Seaton, Workington

701 Turnbull, John James, 135, Osborne Road, Newcastle-

upon-Tyne

702 Turnbull, John James, Jun., Asansol, E.I.R., Burdwan,

Bengal, India ...

703 Turnbull, Robert, Usworth Colliery, Washington, Wash-

ington Station, Countv Durham ...

Date of Election
and of Transfer.

Feb. 11, 1899

Dec. 12, 1903

S. Aug. 3, 1901

A. Aug. 4, 1906

M. Dec. 11, 1909

Sept. 11, 1875
S. Oct. 12, 1895
A. Aug. 1, 1903
M. Feb. 13, 1904

July 2, 1872
April 9, 1892

Feb. 12, 1916

Dec. 12, 1903

Aug. 6, 1904
Aug. 5, 1905

Aug. 2, 1913
Feb. 10, 1900
Feb. 10, 1900
June 21, 1894

Feb. 11, 1899

April 25, 1896

A. June 10, 1893

M. Feb. 10, 1900

Dec. 10, 1910

Feb. 8, 1908

S. April 27, 1895

A. Aug. 2, 1902

M. June 10, 1903

Feb. 10, 1912

S. Nov. 4, 1876

.M. Aug. 1, 1885

M. June 8, 1889

April 12, 1902

April 8, 1893

Aug. 2, 1902

Dec. 12, 1S96

Feb. 13, 1904
June 12, 1897
Dec. 13, 1913

Feb. 12, 1898

S. Feb. 8, 1908

A. Dec. 9, 1911

M. April 8, 1916

Aug. 2, 1902

LIST OF MEMBERS. XXXIX

Date of Election
and of Transfer.

704*Tyers, John" Emanuel, Rewah State Collieries, Umaria, A.M. Dec. 10, 1877

B.N.R., Central India M.Aug. 3, 18«9

705 TvERS, John E.mascel, Jun., Rewah State Collieries,

Umaria, B.X.R., Central India Aug. 2,1913

706 Varty, Armstrong, Liverton Mines, Loftus, Yorkshire ... April 12, 1913

707 Verky, Joseph Crosby, Apartado 1723, Mexico City,

Mexico April 9, 1910

708 Vekny, George, Pont d'Aubeuas, Ardeche, France ... Oct. 8, 1898

709 Wauham, Walter Francis Ainslie, Millwood, Dalton-in-

Furness, Lancashire ... ... ... ... ... Dec. 10, 1898

710 Wales, Henry Thomas, Bank Chambers, Castle Square,

Swansea Feb. 11, 1893

711 Walker, Henry, H.M. Inspector of Mines, 2, West

Coates, Edinburgh ... .. ... .. ... ... June 8, 1907

712 Walker, .James Howard, Bank Chambers, Wigan ... Dec. 9, 1899

713 Walker, Sydney Ferris, 85, Shakespeare Avenue, Alex-

andra Park, Bath June 11, 1898

714 Walker, Thomas A., Pagefield Iron Works. Wigan ... June 8, 1895

715 Walker, William Edward, Lowther Street, Whitehaven Nov. 19, 1881

716 Walsh, George Patun, 3, Sarphatikade, Amsterdam.

Holland Xov. 24, 1894

717 Walton, Arthur John, Rose Deep, P.O. Box 6, Gcrmiston, S.Feb. 12,1898

Transvaal A. Aug. 1, 1903

M. April 9, 1910

718 Walton-Brown, Stanley, Seghill Park, Seghill, Dudley, S. June 20, 1908

Northumberland ... . ... ... ... A. Aug. 3, 1912

M. June 14, 1913

719* Ward, Thomas Henry, Giridih, East Indian Railway, Bihar A. M. Aug. 5, 1882

and Orissa, India M.Aug. 3,1889

720 Ware, Francis Thomas, The Croft, Corbridge, Northum-

berland June 11, 1910

721 Watson, Claude Leslie. Dunkerton House, Tunley, Bath Dec. S, 1900

722 Watson, John, Blackball, New Zealand Dec. 12, 1908

723 W.\TSON, Thomas, Trimdon Collier}-, County Durham Oct. 11, 1890

724 Watts, Jame^;, Morro Velho, Villa Nova de Lima, Minas, A.M. Feb. II, 1911

Brazil, South America ... ... ... ... ... M. Aug. 1,1914

725 Webster, Alfred Edw.\rd, Manton, Worksop ... ... June 12, J 897

726 Wedderburn. Charles Maclagan, 8, East Fettes Avenue,

Edinburgh Oct. 14, 1905

727 Weeks, Richard James, Bedlington, Northumberland

(Memher of Counrit) Oct. 8,1910

728 Weeks, Richard Llewellyn, Willington, County Durham A.M. June 10, 1882

(Vice-President, J/ewi^er o/(7oMnci7) .. M. Aug. 3, 1889

729* Weinberg, Ernest Adolph, c o C. W. Moore, 5, London A.M. Feb. 12, 1898

Wall Buildings, Finsbury Circus, London, E.C. ... M.Oct. 8,1898

730 Welsh, Thomas, Maindee House, Upper Pontnewvdd,

Monmouth.shire ' ... Feb. 14, 1903

731 Welsh, Thomas, Holly Terrace, Stanley, County Durham Aug. 3, 1912

732 Welton, WiLLiA-M Pitt, 9. Elm Road, Wembley, Middlesex Dec. 9,1905

733 White, Chables Edward, Wellington Terrace, South Shields S. Nov. 4, 1876

A.M. Aug. 1, 1885

M. Aug. 3, 1889

734 Whitehead, Harold Joshua, Abram Coal Company,

Limited, Bickershaw, Wigan ... ... Dec. 9, 1911

735 Whitehead, Percy Colin, c o Mrs. WoUcn, Glengariffe,

Torfiuay .. ... Feb. 13,1915

736 WiDDAS, Henry, Whitehaven Castle Estate, Somerset

House, Whitehaven April 7, 1906

737 Widdas, Percy, Oakwood, Cockfield, County Durham ... Aug. 6,1904

738 Wight, Frederick William, 5, Bondicar Terrace, Blyth .. Aug. 5, 1905

739 Wight, Robert Tennant. Deaf Hill TeiTace, Trimdon

Colliery, County Durham Oct. 13,1900

LIST Of MEMBERS,

740 WxLBRAHAM, Artiidr (iEOR(iK IJooTi.E, 2, Lauience

Pountney Hill, Cannon Street, London, E.G.

741 Wild, Matthew Brown, 37, Arthur Road, Erdington,

Birmingham ...

742 Wilkinson, John Thom.^s, East Hetton Colliery, Coxlioe,

County Durham

743 WiLKixsoN, Maurice Hewson, Tung Hsing Mine, Men-

Tou-Kou, via Peking, North China
744*WiLKiNS0N, William Fischer, Hurstbourne Priors,
Whitchurch, Hants.

745 Willey, Joseph Leonard, P.O. Box 3, Brakpan, Transvaal

746 Williams, Foster, Miniera di Libiola, Sestri Levante,

Italy

747 Williams, Griffith John, H.M. Inspector of Mines, Coed

Menai, Bangor

748 Williams, John, Dolavon, Llanrwst, Denbighshire

749 Williams, Robert, Friars House, New Broad Street,

London, E.C. ...

750 Willis, Edward Turnley, 3, The Drive, Gosforth, New-

castle-upon-Tyne

751 Willoughby, Berent Conrad, 57, Fenchurch Street,

London, E.C

752 Wilson, Anthony, Brenthwaite, Keswick A

753 Wilson, Frederick, 4, Brandling Terrace, Felling, Gates-

head-upon-Tyne

754 Wilson, James, Wellington House, Edmondsley, Durham

755 Wilson, John Robert Robinson, H.M. Divisional In-

spector of Mines, Greyfort, Westfield Drive, Gosforth,
Newcastle-upon-Tyne (J/£»i/<e?- o/ Co^/HciY)

756 Wilson, John Reginald Straker, 3, St. Nicholas' Build-

ings, Newcastle-upon-Tyne

757 Wilson, Joseph William, 118, Abington Avenue, North-

ampton... ... ... ... ... ... ... ....

758 Wilson, Peregrine Oliver, c/o F. F. Wilson, 5, South

Street, Finsbury Pavement, London, E.C.

759 Wilson, William Brumwell, 19, West Parade, New-

castle-upon-Tyne
760* Wilson, William Brumwell, Jun., Greenhead Terrace,
Chopwell, Ebchester, County Durham ...

761 Wilson, William Smith, 54, Queens Road, Jesmond, New-

castle-upon-Tyne

762 WiNCHELL, Horace Vaughan, 505, Palace Building, Min-

neapolis, Minnesota, U.S.A.

763 Wood, Ernest Seymour, Cornwall House, Murton, County

Darhsiin (Member of Council)

764 Wood, John, Coxhoe Hall, Coxhoe, County Durham

Date of Election
and of Transfer.

S. Dec. 11, 1897
M. Feb. 8, 1902

Oct. 12, 1907

Dec. 8, 1900
A. Dec. 12, 1903
M. Oct. 10, 1908

Oct. 10, 1896

Aug. 1, 1908

A. April 13, 1907

M. June 20, 1908

Aug. 2, 1902
Oct. 8, 1904

June 13, 1896

June 10, 1911

S. April 8, 1905

M. Aug. 3, 1907

M. Feb. 10, 1900

M. Dec. 13, 1902

Dec. 12, 1908
April 13, 1901

765* Wood, Sir Lindsay, Bart., The Hermitage, Chester-le-Street
(Past-President, J/e7H6e>- o/'Co?i?tc27) •

766 Wood, Richard, Barley Brook Foundry, Wigan

767 Wood, Robert, 8, Olympia Gardens, Morpeth

768 Wood, Thomas, Rainton House, Fence Houses

769 Wood, Thomas Outterson, Cramlington House, Cramling-

ton, Northumberland (il/e??i&e/- o/Co?mci7)

770 Wood, William Outterson, South Hetton, Sunderland

(Past-President, il/e??)6er o/ Co?H!ci7)

771 Woodburne, Thomas Jackson, Bultfontein Mine, De Beers

Consolidated Mines, Limited, Kimberley, South Africa

772 Wright, Abraham, East Indian Railway, Engineering

Department, Giridih, Bihar and Orissa, India

Dec. 11, 1915

Dec. 13, 1913

June 10, 1911

Dec. 9, 1893
S. Feb. 6, 1869
M, Aug. 2, 1873

Feb. 9, 1901

Feb. 8, 1913

Nov. 24, 1894

Oct. 10, 1891
S. June 8, 1889
A. Aug. 4, 1894
M. Aug. 3, 1895

Oct. 1, 1857

June 14, 1902

April 13, 1907

• S. Sept. 3, 1870

M. Aug. 5, 1871

Feb. 14, 1903

Nov. 7, 1863

Feb. 10, 1894

Feb. 11, 1905

List OF MEMBERS. xll

Date of Election
and of Transfer.

773 Wrkjhtson, Sir Thomas, Bart. , 8tockton-upon-Tees ... Sept. 13, 1873

774 Wrightson, Wilfrid Ingram, Ivy Cottage, Norton, A.M. Dec. 9, 1899

Stockton-upon-Tees M. Feb. 8, 1908

775 Wx-NNE, Frederick Horton, H.M. Inspector of Mines,

2, Pimlico, Durham Oct. 11,1913

776 YouLL, Gibson, Singleton, New South Wales, Australia ... Oct. 12, 1901

777 Young, Andrew, Westview, Broomhill, Acklington,

Northumberland ... ... ... ... ... ... Dec. 11, 1909

778 Young, George Ellls, Beuwell Colliery, Newcastle- S. Aug. 3, 1901

upon-Tyne A.Aug. 5,1905

M. Feb. 14, 1914

779 Young, John Andrew, Joseph Crawhall and Sons, New-

castle-upon-Tyne. 7Va?^sach'or^s, etc., sent to 3, Fountain A.M. Dec. 10, 1887
Avenue, Gateshead-upon-Tyne ... ... ... .. M. Aug. 3, 1889

780 Young, John Huntley, Wearmouth Colliery, Sunderland June 21, 1894

1892

ASSOCIATE MEMBERS (Assoc. M.I. M.E.).

,. , , , , , ^ ' Date of Election

Marked * have paid life composition. and of Transfer.

1 AiNswoRTH, George, The Hall, Consett, County Durham Dec. 9, 1905

2 Armstrong, John Hdbart, 31, Mosley Street, Newcastle-

upon-Tyne Aug. 1, 1885

3 ATKIN.SON, George Blaxland, Edinburgh Buildings,

21, Mosley Street, Newcastle-upon-Tyne ... ... Nov.

4 Barrett, Sir William Scott, 11, Old Hall Street, Liver-

pool
5*Bell, Sir Hugh, Bart. , Middlesbrough

6 Benson, Walter John, Collingwood Buildings, Colling-

wood Street, Newcastle-upon-Tyne

7 Bowes, Alfred Strathmore, Valuation Department,

Inland Revenue, 32, West Street, Gateshead-upon-Tyne

8*Broadbent, Dknis Ripley, Royal Societies Club, St. James'

Street, London, S.W. Transactions sent to The Library,

Royal Societies Club, St. James' Street, London, S.W.

9 Brutton, p. M., 17, Sandhill, Newcastle-upon-Tyne

10 Cackett, James Thoburn, Pilgrim House, Newcastle-
upon-Tyne

11*Carr, William Cochran, Ben well Colliery, Newcastle-
upon-Tyne

12*Chewings, Charles, Eton Street, Malvern, South
Australia

13 Chipper, Cecil, The Terrace, Ovingham, Northumberland

14 Cochrane, William James, York Chambers, Fawcett

Street, Sunderland ...

15 Cook, Arthur Geoffrey Harold, Collingwood Buildings,

Collingwood Street, Newcastle-upon-Tyne

16 Cooper, R. W., Newcastle-upon-Tyne ...

17 Cope, William Henry, The University, Birmingham

18 Coroner, Allan, Neville Hall, Newcastle-upon-Tyne

(Assistant Secretary, J/e»i/.^er o/ C'oKJicjV)

19 Cory, Sir Clifford John, Bart., c/o Cory Brothers and

Company, Limited, Cardiff

20 Dillon, Malcolm, Dene House, Seaham Harbour, County

Durham

21 Edwards, F. Henry, Bath Lane, Newcastle-upon-Tyne ...

22 Elcoate, John, 16, Marton Road, Middlesbrough

Oct.
Dec.

1^.
9,

1899

1882

Feb.

1913

Feb.

1913

Oct.
Oct.

14,
13,

J 896
1900

Oct.

10,

1903

Oct.

11,

1890

Apri]
April

25,
4,

1896
1914

April

1909

Oct.

Sept.

Dec.

9,
4,
9,

1909
1880
1905

June

19,

1915

Dec.

11,

1897

Dec.

14,

1912

June 11,
April 13,

1887
1912

xlii

LIST OF MEMBERS.

Date of Election
aDd of Transfer.

23 Fairless, Joseph, Wensleyville, Holywell Avenue, Monk-

seaton, Whitley Bay, Northumberland June 10, 1899

24 Fenwick, Feathekstone, County Chambers, Westgate

Road, Newcastle-upon-Tyne June 8, 1907

25 Foster, T. J., Coal Exchange, Scranton, Pennsylvania,

U.S.A. TraHsacHons, etc., sent to International Cor-
respondence Schools, Scranton, Pennsylvania, U.S.A. Dec. 12, 1891

26 George, Edward James, Beech Grove, Consett, County

Durham Dec. 9, 1905

27 Gibson, George Ralph, Tyne Saw Mills, Hexham ... June 20, 1908

28 Gibson, Thomas William, Bureau of Mines, Toronto,

Ontario, Canada June 8, 1901

29 Giddy, Thomas Grantham James, Kenilworth, Samdon

Street, Hamilton, New South Wales, Australia ... April 8,1911

SO^Gr-A-HAM, John, Findon Cottage, near Durham Oct. 9, 1897

31 Graham, James Parmley, Sun Insurance Buildings,

CoUingwood Street, Newcastle-upon-Tyne Dec. 8, 1906

32 Gray, William Edwin, 17-19, Archer Street, Camden

Town, London, N.W Oct. 11, 1913

33 Grkenwell, Hubert, 30 and 31, Furnival Street, Holborn,

London, E.C Feb. 14, 1914

34 Gregson, George Arthur, 12, Hesketh Road, Southport Aug. 7, 1915

35 GuNN, Scott, 27, Quayside, Newcastle-upon-Tyne Aug. 6, 1910

36 Guthrie, Reginald, Neville Hall, Newcastle-upon-Tyne

(Treasurer, ^Vem/>er q/ Co!m«7) Aug. 4,1888

.37 Haggie, Arthur Jamieson, The Manor House, Long

Benton, Newcastle-upon-Tyne ... ... ... Feb. 8, 1908

38 Haggie, Peter Norman Brocghton, c/o Haggie Brothers,

Limited, Gateshead-upon-Tyne Oct. 10, 1908

39 Heckels, Matthew Octavius, Pearl Buildings, Northum-

berland Street, Newcastle-upon-Tyne Dec. 12,1914

40 Heeley, George, East Avenue, Benton, Newcastle-upon-

Tyne . •■• Dec. 14, 1895

41 Henzbll, Robert, Northern Oil Works, Newcastle-upon-

Tyne Aprilll, 1891

42 Hesketh, Richard, Neville Hall, Newcastle-upon-Tyne ... Feb. 13, 1909

43 Hopper, George William Nugent, The Ropery,

Thornaby-upon-Tees, Stockton-upon-Tees Oct. 10, 1908

44 Jeffrey, Joseph Andrew, c/o The Jeffrey Manufacturing

Company, Columbus, Ohio, U.S. A Dec. 11,1897

45 Jeffries, Joshua, Abermain Colliery, New South Wales,

Australia Dec. 10,1898

46*JoiCEY, James John, The Hill, Witley, Godalming ... Oct. 10,1891

47 JoPLiNG, Ford Stafford, Jun., 8, Thornhill Terrace,

Sunderland Feb. 12, I9I0

48 Krohn, Herman Alexander, 103, Cannon Street, London,

E.C ••• Oct. 14, 1893

49 Lamb, Edmund George, Borden Wood, Liphook, Hants. Feb. 12, 1898

50 Lambert, Cuthcert Alfred, North Eastern Railway

Offices, Westgate Road, Newcastle-upon-Tyne ... Dec. 12,1914

51 Latimer, William, 3, St. Nicholas' Buildings, Newcastle-

upon-Tyne Oct. 14, 1905

52 Lawson, Henry Alfred, c o Robert Frazer and Sons,

Limited, Milburn House, Newcastle-upon-Tyne ... April 8, 1911

53 Leake, Percy Collinson, c/o Deanbank Chemical Com-

pany, Ferry Hill Aug. 3,1907

54 LuMSDEN, Henry Cook, 48, Rothwell Road, Gosforth,

Newcastle-upon-Tyne Oct. 10, 1914

List of mkmbers.

xliii

55 Major, Herbert, 11, Belle Vue, Mowbray Eoad, Sunder-

land

56 Marshall, Patrick, University School of Mines, Dunedin,

Obago, New Zealand

57 MoREiXG, ALCiERNox Henry, 62, London Wall, London, E.G.
5S Morris, Percy Copeland, 79, Elm Park Gardens, Chelsea,

London, S.W.

59 Oliver, James Stcart, 21, Tankerville Terrace, Jesmond,

Newcastle-upon-Tyne

60 Palmer, Sir Alfred Molyxeux, Bart., John Bowes and

Partners, Limited, Milbum House, Newcastle-upon-
Tyne

61 Pattersox, Robert Oliver, Thorneyholme, Wylam, North-

umberland
62*PiCKUP, Peter Wright Dixox, Rishton Colliery, Rishton,

Blackburn ... ...

63 Prior- Waxdesforde. Richard Hexrv, Castlecomer House,

Castlecomer, County Kilkenny
64*Proctor, Johx Hexry, 29, Side, Newcastle-upon-Tyne...

65 PvAixe, ^VINFRED, Inglewild, Pity Me, Durham

66 Ramsey, Johx Harry, 17, Victoria Road, Darlington ...

67 Reid, Sidney, Printing Court Buildings, Newcastle-upon-

Tj-ne

68 Rogers, Isaac Bowman, l.S, Elmfield Road, Gosforth, New-

castle-upon-Tyne

69 RoGERsox, Johx Edwin, Oswald House, Durham

70 Rcssell, James, Westgate Road, Newcastle-upon-Tyne ..

71 Sadler, Basil, Craigmore, Lanchester, Durham

72 Samuel, David, Arcade Chambers, Liunelly

73 Saxders, Charles William Hexry, Fawmlees, Wolsing-

ham, Countj' Durham

74 Schumacher, Raymond William, c'o The Central Mining

and Investment Corporation, Limited, 1, London Wall
Buildings, London Wall, London, E.G. ...

75 Smith, Arthur Herbert, Broad Street House, New Broad

Street, London, E.C.

76 Smith, Richard Tildex, 4-6, Copthall Avenue, London,

E.C

77 Steuart, Douglas Stuart-Spens, Royal Societies Club, St.

James' Street, London, S.W.

78 Strzelecki, Algerxox Percy Augustus de, 39, Victoria

Street, Westminster, London, S.W.

79 Todd, James, 20, Royal Arcade, Newcastle-upon-Tyne

80 Waley, Frederick George, The Bellambi Coal Company,

Limited, 9, Bridge Street, Sydney, New South Wales,
Australia

81 Watson, John Robert, B Floor, Milburn House, New-

castle-upon-Tyne

82 Watts, John", Blytheswood North, Osborne Road, New-

castle-upon-Tj-ne

83 Welford, Thomas, Wallarah Collierj% Catherine Hill Bay,

New South Wales, Australia

84 Whitehead, Thomas, Brindle Lodge, Preston
85*WiLLiAMS, Henry, Llwyngwern, Pontardulais, Glamorgan
86 Wilson, Hugh Russell, 50, Langholm Crescent, Darlington

Date of Election
and of Transfer.

June 1, 1912

June 12, 1897
Oct. 14. 1911

Feb. 14, 1903

Feb. 10, 1912

Nov. 24, 1894

Feb. 12, 1910

Feb. 12, 1898

Dec. 9, 1905
June 8, 1889

Dec. 13, 1913
April 8, 1916

Dec. 13, 1902

April 13, 1912
June 8, 1895
Feb. 13, 1904

Feb. 11, 1905
Dec. 13, 1902

Dec. 14, 1901

April 9, 1904
June 14, 1 902
Oct. 14, 1911
June 10, 1899
Dec. 12, 1908
Aug. 6, 1892

Feb. 9, 1907

April 9, 1910

April 8, 1911

June 10, 1903
June 12, 1897
Dec. 9, 1905
Dec. 12, 1908

xliv

LTST OF MEMBERS.

87*WoOD, Arthur Nicholas Lindsay, The Hermitage, Chester-

le-Street
8S Wood, Hugh Nicholas, Sun Buildings, Collingwood Street,

Newcastle-upon-Tyne ... ...

Date of Election
and of Transfer.

July U, 1896
Oct. 12, 1912

ASSOCIATES (Assoc. I.M.E.).

Marked * have paid life composition.

1 Adam, Thomas Walter, Christ Church Vicarage, White-

haven ...

2 Aldis, Gerald

3 Alexander, Arthur Cecil, Oaklea, Adderstoue Crescent,

Newcastle-upon-Tyne

4 Allan, Herbert Durham, Rewah State Collieries, Umaria,

Bengal Nagpur Railway, Central India ...

5 Anderson, Coverdale Smith, Bilton Banks, Lesbury,

Northumberland

6 Archer, Matthew William, Grosvenor House, Manchester

Road, Stocksbridge, Sheffield

7 Armstrong, Henry, 29, William Street, New Seaham,

Seaham Harbour, County Durham

8 Askew, Alfred Hill, Boulby Grange, Easington, York-

shire

9 Atkinson, William Henry, Dans Castle, Tow Law,

County Durham

10 Barber, Norman Elsdale

1 1 Barkes, Percy, Elenior* Colliery, Hetton-le-Hole, County

Durham

12 Bates, Johnson, 5, Grange Villa, County Durham ...

13 Bates, Thomas, West Wylam Terrace, Prudhoe, Oving-

ham, Northumberland

14 Battey, Thomas, Station Road, Shiremoor, Newcastle-upon-

Tyne

15 Bayfield, Henry, 41, Westcott Road, Tyne Dock, South

Shields

16 Bell, George William, Throckley Colliery, Newburn,

Northumberland ... ... ...

17 Bell, Harold Marmaduke Charles, High Hedgefield

House, Blaydon-upon-Tj-ne, County Durham ...

18 Bell, Marshall Blackett, 1, Cross Row, Felling, Gates-

head-upon-Tyne

19 Benson, Herbert Sydney, Seaton Burn Colliery, Seaton

Burn, Dudley, Northumberland ...

20 Berryman, Thomas, 64, Dolcoath Road, Camborne

21 Bewley, Thomas, Stobswood Colliery, Acklington, North-

umberland

22 Blunden, Philip Sidney, Glencrag, Mainsforth Road,

Ferry Hill

23 Blythman, John, East View, High Heworth, Gateshead-

upon-Tyne

24 Booth, James Frederick

25 Brandon, Geoffry

26 Brooks, Douglas Roy, 5, Kensington Gardens, Monkseaton,

Whitley Baj', Northumberland

27 Brown, Thomas, H.M. Sub-Inspector of Mines, 186,

Dilston Road, Newcastle-upon-Tyne

28 Brown, William, H.M. Sub-Inspector of Mines, 82, Sidney

Grove, Newcastle-upon-Tyne ... ...

Date of Election
and of Transfer.

S. April 3, 1909
A. Dec. 10, 1910

S. Feb. 14, 1914
A. Aug. 7, 1915

S. June 10, 1911
A. Aug, 3, 1912

Feb. 10, 1906

April 10, 1915
S. June 8, 1895
A. Aug. 4, 1900

Dec. 12, 1903

Feb. 9,

S.Aug. 7,
A. Aug. 5,

S. June 20,
A. Aug. 2,

June 12,
Feb. 11,

April 13,

Oct. 13,

Feb. 12,

Oct. 14,

April 12,

Dec. 14,
S. Feb. 11,
A. Aug. 5,

Feb. 8,

Aug. 5,

June 8,

Dec. 12,

Dec. 11,

S. Dec. 8,

A. Aug. 3,

S. Dec. 14,

A. Aug. 3,

Feb. 13,

June 14,

1907
1909
1916

1908
1913

1909
1905

1907

1894

1916

1911

1913

1912
1905
1905
1913

1905

1907

1914
1909
1900
1907
1907
1912

1915

1913

LIST OF MEMBERS.

xlv

BtTRT, Thomas, Hill House,
Station, County Durham

Washington, Washington

36
37

41
42

43
44
45

48
49
50

51
52
53
54
55
56

59
60
61
62

Calland, William, Hedley Hope Colliery, Tow Law,
County Durham

Cabroll, Johx, Spring Bank House, Newfield, Willington,
County Durham

Charlton, John Fleming, 16, Twelfth Street South,
Easington Colliery, County Durham

Cheesman, Edward Tavlor, Jun., Clara Vale Colliery,
Ryton, County Durham

Cheesman, Matthew Forster, Throckley Colliery, New-
burn, Northumberland

Chen. Pag Kin, c'o Kaotze, Chen and Company, 58, North
Sooch'ow Road, Shanghai, Cliina ..

Chicken, Ernest, Woodlea, Murton, County Durham ...

Clark, Nathaniel J., Woodlands, Wallsend, New South
Wales, Australia

Clark, Thomas, Dipton Collierj', Lintz Green Station,
County Durham

Clement, John, High Street, Lingdale, Boosbeck, York-
shire

Clephan, Guy, 1, Otterburn Villas North, Jesmond,
Newcastle-upon-Tyne

Coade, Samuel, Steel Green, Millom, Cumberland...

CocKBAiN, Tom Stewartson, Usworth Colliery, Washington
Station, County Durham

CocKBURN, John, Trimdon Grange Colliery, County Durham

CouLSON, William Hall, Fishburn, Ferry Hill

CoxoN, Samuel Bailey, 3, Percy Terrace, Gosforth, New-
castle-upon-Tyne

CoxoN, Samuel Geori;e, Hamsteels Collierj', Durham

Croudaoe, Mortimer, c/o Mrs. R. Craggs, Tunstall
Village, Sunderland ...

Crowle, Percy, Mysore Mine, Marikuppam, Mysore,
India ...

Cruz y Diaz, Federico de la, Minas de Ribas, Provincia
de Gerona, Spain

CussoN, Charles Frederick, Greenfield House, Station
Road, Washington Station, County Durham ...

Dakers, Edgar Walton, Tudhoe Colliery, Spennymoor

Dales, John Henry, 2, Derwent View, Burnoptield, County

Durham
Daniell, Henry Edmund Blackburne, 7, Wallace Terrace,

Ryton, County Durham
Davies, Daniel John, go E. Davie.*, The Pines, Corrimal,

New South Wales, Australia
D.vvis, James E., South Medomsley Colliery, Dipton,

County Durham ... ... ..

Davison, Francis, Ash Grove House, Hedley Hill Colliery,

near Waterhouses, Durham
Devenport, Christopher, 112, Talbot Road, South Shields
Dick-Cleland, Archib.-vld Felce, 75, York Mansions,

Battersea Park, London, S.W.
Dixon, Matthew, 59.3, Welbeck Road, Walker, Newcastle-

upon-TjTie ... "...
DouGL.AS, Albert Edward, 5, Arthur Street, Marsden,

South Shields ... ... ... ... ... ...

Dunnett, Samuel, West View House, Coomassie Road,

Waterloo, Blyth

DwAVE, Francis Cecil, Ballarpur, Chanda District, Central

Provinces, India

Date of Election
and of Transfer.

April 4, 1909

Aug. 2, 1913
Feb. 12, 1898
June 13, 1914

Dec. 10, 1910
S. Dec. 13, 1902
A. Aug. 5, 1905
S. Dec. 11, 1915
A. Aug. 5, 1916

Oct. 8, 1910
8. April 13, 1901
A. Aug. 1, 1903

Oct. 11, 1890

Feb. 12, 1916

Dec. 10, 1910
Dec. 10, 1904

Dec, 8, 1906
April 9, 1904
Dec. 14, 1912
S. Oct. 12, 1907
A. Aug. 7, 1915
Feb. 9, 1901

Dec. 13, 1913

Feb. 11, 1905

Oct. 11, 1913

Oct. 10, 1914

S. Dec. 14, 1907
A. Aug. 7, 1915

April 4, 1914
S. Aug. 3, 1907
A. Aug. 6, 1910

Oct. 12, 1907

Feb. 12, 1898

Feb. 12, 1898
Feb. 12, 1916

Dec. 8, 1906

Dec. 11, 1915
S. Aug. 1, 1903
A. Aug. 3, 1912

June 8, 1895

Aug. 2, 1913

xlvi

LIST OF MEMBERS.

63 Eadie, John Allan, Jun., Eller Bank, Harrington,

Cumberland ...

64 Elder, Moses, Haford House, North Side, Workington ...

65 Elliot, Arthur, 40, West Kensington Mansions, West

Kensington, London, W.

66 Elliott, George, Oakwood, Catchgate, Annfield Plain,

County Durham

67 English, Henry Edward, 5, St. George's Terrace, Roker,

Sunderland
6S English, Thomas Weddle, 3, Oakwood Villas, Hexham ...

69 Flint, Frederic John, 48, Beaconsfield Street, Blyth

70 Ford, Ekic Loufvvis, Park Villa, Witton Gilbert, Durham

71 Ford, Leo Dorey, E.I.R. and B.N.R. Joint Colliery,

Bokaro, Gumujau P.O., Hazaribagh, Bihar and Orissa,
India

72 Ford, Thomas, Blaydon Burn Colliery, Blaydon-upon-Tyne,

County Durham

73 Forster, Edward Baty, Ingleside, Ryton, County Durham

74 Fowler, Albert Ernest

75 Fowler, Robert Norman, Whorlton Terrace, North Wal-

bottle, Newburn, Northumberland

76 Gallon, Joseph, 71, Seventh Row, Ashington, North-

umberland

77 Gallwey, John Pay'NE, 12, Ashley Mansions, Victoria,

London, S.W. .. ...

78 Gilchrist, George Atkinson, South Pelaw Colliery,

Chester-le-Street

79 Gould, George Donald, c o Mrs. John Gould, 58, Ebers

Road, Nottingham ...

80 Grace, William Grace, Eston Mines, Estou, Yorkshire ..

81 Graham, Robert, 1, Park Street, W^illington, County

Durham

82 Graham, W^illiam, Jun., 6, Victoria Road, Whitehaven

83 Guthrie, Kenneth Malcolm, South View, Gainford,

Darlington

84 Hanlox, Henry Charles Hubert, 7, Mark Lane, White-

haven ... ... ... .. .....

85 Hann, Thomas Cummins, 6, East View Terrace, High

Heworth, Gateshead-upon-Tyne ...

86 Hare, Alfred Bessell, Howlish Hall, Bishop Auckland ...

87 Hawes, George Arthur, 2, Sandringham Terrace, Lee-

holme, Bishop Auckland

88 H.4WKINS, John Bridges Bailey, Staganhoe Park,

Welwyn ... ...

89 Hedley. George William, Kimblesworth House, Chester-

le-Street

90 Hedley, Rowland Frank Hutton, Percy Villa, Salisbury

Place, South Shields

91 Henderson, Christopher Gregory, Shoreswood, Ash-

ington, Northumberland

92 Herdman, Fred. G., Main Street, Haltwhistle, Northumber-

land

93 Herriotts, Joseph George, 6, Station Road, Easington

Colliery, County Durham ..

94 Heslop, George, The Vereeniging Estates, Limited, Cor-

nelia Colliery, Viljoen's Drift, Orange Free State,
South Africa

Date of Election
and of Transfer.

S. Oct. 10, 1903

A. Aug. 5, 1905

June 10, 1911

S. Dec. 13, 1902
A. Aug. 1, 1908

June 8, 1907

S. Aug. 7, 1909

A. Feb. 11, 1911

Feb. 11, 1905

Aug. 7, 1909
S. April 11, 1908
A. Feb. 8, 1913

Feb. 8, 1913

Aug. 2, 1902
April 7, 1906
S. Oct. 12, 1907
A. Aug. 3, 1912
S. Aug. 2, 1902
A. Aug. 3, 1907

S. Oct. 9, 1909

A. Aug. 1, 1914

S. Oct, 11, 1913

A. Aug. 5, 1916

S. Dec. 14, 1901

A. Aug. 1, 1908

April 8, 1916
S. Feb. 9, 1907
A. Aug. 1, 1914

Oct. 12, 1907
S. Oct. 13, 1906

A. Aug. 3, 1912
S. Aug. 5, 1911

A. Dec. 13, 1913

April 8, 1916

April 10, 1915
Dec. 14, 1912

Dec. 12, 1903
S. Dec. 13, 1902
A. Aug. 6, 1910

Dec. 13, 1902
S. April 4, 1903
A. Aug. 7, 1909

June I, 1912
S. Dec. 14, 1907
A. Aug. 6, 1910

April 28, 1900

Oct. 9, 1909

LIST OF MKMKKRS.

xlvii

95 Heslop, James, Stobswood Colliery, Acklington, North-
umberland

9G Heslop, William, Rose Cottage, Burnopfield, County
Durham

97 HiNDMARSH, Georgi: Mason-, Railway Street, Corrimal,

New South Wales, Australia

98 HoLLiDAY, Albert Edward David, Duuelm, Ashington,

Northumberland

99 Hudson, Mark, Albion House, Cockton Hill, Bishop

Auckland

100 Hl'mble, William Henry, Waldridge Colliery, Chester-

le-Street

101 HrNTER. Andrew, 3, Westcott Avenue, South Shields ...

102 HcTTON, Allan Robinson Bowes, Daw Wood, Bentlej-,

Doncaster

103 Hyde, George Alfred, 1, Albert Street, Victoria Gares-

field, Newcastle-upon-Tyne

104 Hysd, Thomas, Metcalfe Street, Wallsend, New South

Wales, Australia

105 Jacobs, George

106

107

108

Jeffery, Albert John, Hedworth House, Barn Hill,

Stanley, County Durham ...
Jobling, John Swanstone, Wellington Terrace, Edmond-

sley, Durham ..
Jones, Walter, East Moor House, Trimdon Collier}-,

Countv Durham

109 KiRKLEY, Aidan, Clcadon Park, Cleadon, Sunderland

110 KiRKUP, Ernest Hodgson, Eighton Lodge, Low Fell,

Gateshead-upon-Tyne

111 Lawson, John, Fair View, Burnopfield, County Durham ..

112 Leebetter, William, Edith Avenue, Usworth Colliery,

Washington Station, County Durham ...

113 Leyboitrne, Elliot Angus, Birchholme, Gateshead-upon-

Tyne

ll-t LiGHTLEY, John. New Br«,ncepeth Colliery, Durham

115 Li.sTER, John Alfred, The Anchorage, Hinderwell, York-

shire

116 Logan, Reginald Samuel Moncrieff, 33. Boj'd Terrace,

Blucher Pit, Xewburn, Northumberland

117 LoNGRiDGE, John, The Bungalow, Ginteen, Castlecomer,

County Kilkenny

118 LouDON, George, 1, Othce Buildings, Harton Collierj-,

South Shields ...

119 LowRY, Joseph Thompson, Oak Lea, Cramlington, North-

umberland

120 MacGregor, Donald, Bentley Colliery, Doncaster...

121 McKensey, Stanley, Hebburn Colliery, Weston, New

South Wales, Australia

122 McKiE, Thomas, Ashington Colliery, Ashington, Northum-

berland

123 McLaren, Ronald Henry, Offerton Hall, Sunderland

124 Magee, Charlie Sharpe, Manor House, St. Helen's

Auckland, Bishop Auckland

125 Magee, Stanley Sharpe, Dunston Colliery, Dunston,

Gateshead-upon-Tyne

126 Martin, Tom Pattinson, Jun., Seaton Park, near Work-

ington .. ... ... ... . .

Date of Election
and of Transfer.

Dec. 12, 1£08

Oct. 8, 1893

Aug. 1, 1914

April 12, 1913

Dec. 9, 1905

Dec. 14, 1907
Feb. 13, 1897
S. April S, 1905
A. Aug. 3, 1912
S. Feb. 13, 1909
A. Aug. 5, 1911

April 12, 1913

Dec.

11.

1909

Aug.

1914

April

128,

1900

Oct.

12,

1907

Feb.

1901

Aug.

1908

June

11,

1910

April

[ 13.

, 1907

Aug.

1912

Oct.

10,

1908

Dec.

1911

April

112,

1913

Aug.

1915

April

25,

1896

Dec.

1906

Aug.

fi.

1910

Feb.

1901

Aug.

1903

Feb. 11. 1905
Feb. 12, 1916
April 3, 1909

S. Feb. 9, 1901

A. Aug. 1, 1908

S. Oct. 14, 1911

A. Aug. 7, 1915

Oct. 9, 1909
S. Feb. 10, 1912

A. Aug. 7, 1915
S. Aug. 7, 1909

A. Aug. 2, 1913

April 13. 1912
S. June 13, 1914
A. Aug. 5, 1916

xlviii

LTST OF MEMllKRS.

127 Merivale, Vernon, Togston Hall, Acklington, Northum-

berland...

128 MiLBURN, Edwin Walter, 3, Haven View, NevvbiggLn-by-

the-Sea, Nortlmiiiberland ...

129 MiLBURN, William, Hill House, Ouston, Birtley, County

Durham

130 MiLLNE, David, 41, Shiney Row, Bedlington, North-

umberland

131 MiRZA, Khurshid, Hyderabad, Deccan, India

132*MiTCHELL- Withers, William Charle.s

133 MusGROVE, William, Heddon Colliery, Wylam, North-

umberland

134 Mycock, William, Front Street, Shotton Colliery, Castle

Eden, County Durham

135 Nichols, Henry Herbert, Kibblesworth, Gateshead-upon-

Tyne

136 Nicholson, George Thompson, Dene House, Scotswood,

Northumberland

137 Oliver, William, 4 Quality Row, Harton Colliery, South

Shields

138 Oswald, George Robert, Sritarmarat, Nakon, Siam

139 Owen, Arthur Lewis Scott

140 Owens, George, Westerton Village, Bishop Auckland

141 Paddon, NEViiiLE Blackmore, c/o B. L. Brodhurst, South

Brancepeth, Spennymoor ...

142 Parker, Joseph William, Cornelia Colliery, Viljoen's

Drift, Orange Free State, South Africa

143 Parrington, Matthew Lilburn, Hill House, Monkwear-

mouth, Sunderland ...

144 Pattinson, Charles Werner, Medomsley, County Durham

145 Pattison, Charles Arthur, Evenwood, Bishop Auckland

146 Pearson, John Charlton, Butt Bank House, Fourstones,

Northumbei'land

147 Peel, George, Jun., 27, Langley Street, Langley Park,

Durham ... ... -. ••• ■ ■

148 Penney, Isaac, Deaf Hill Colliery, Trimdon Grange,

County Durham

149 PoRTREY, James, West Thornley, Tow Law, County

Durham

150 Pratt, George Ross, Springwell Colliery, Gateshead-upon-

Tyne

151 Pumphrey, Charles Ernest ...

152 Ramsay, John Gladstone. Oaklea, Bowburn, Coxhoe,

County l)urham

153 Reed, John Thomas, 2, Ivy Terrace, South Moor, Stanley,

County Durham

154 Richardson, Frank, Ravensworth, Duckmanton, Chester-

field

155 Richardson, Henry, Clara Vale Colliery, Ryton, County

Durham

156 Ridley, George Dinning, Linton Colliery, Morpeth

157 Ridley, Henry Anderson, Burnbrae, Blaydon Burn,

Blaydon-upon-Tyne, County Durham -•

Date of Klection
and of Transfer.

S. Oct. 8, 1910

A. Aug. 5, 1916

S. Feb. 10, 1900

A. Aug. 5, 1905

June 8, 1895

Aug. 3, 1907
S. June 13, 1914

A. Aug. 7, 1915
S. April 28, 1900

A. Aug. 2, 1902
S. June 8, 1895

A. Aug. 1, 1903

Oct. 10, 1908

Aug. 3, 1907
S. Dec. 10, 1904
A. Aug. 5, 1911

April 8, 1916
S. June 9, 1900
A. Aug. 3, 1907
S. June 12, 1909
A. Aug. 6, 1910
Oct. 9, 1909

Dec. 14, 1907

June 11, 1910
S. Oct. 9, 1909
A. Aug. 5, 1916
June 12, 1909
S. April 13, 1901
A. Aug. 5, 1905

Feb. 14, 1903

April 4, 1903

Dec. 9, 1911

Oct. 12, 1912

June S, 1895
S. Dec. 10, 1904
A. Aug. 4, 1906

Dec. 10, 1892

April 4, 1914
S. Oct. 12, 1901
A. Aug. 1, 1908

Dec. 8, 1906
Feb. 8, 1890

Dec. 14, 1907

LIST OF MEMBERS.

xlix

158 Ridley, Willia:^!, 10, Railway Street, Tow Law, County

Durham

159 Ridley, William, Jun. , Lime Cottages, Waldridge Colliery,

Cbester-le-Street

160 Rivers, John, The Villas, Thornley, County Durham

161 Robinson, Thomas Lee, Office House, Newton Cap Colliery,

near Bishoj) Auckland

162 Rodway, William, South Row, Bedlington, Northumberland

163 RooERS, Joseph Nelson Octavius, c/o Austin Kirkup,

Manor House, Pensbaw, Fence Houses

164 RoosE, Hubert Francis Gardner, 14, Sunderland Terrace,

Bayswater, London, W.

165 Rutherford, Hooper, y Llanerch, Rhymney, Cardiff

166 Rutherford, Robert Archibald, Wellington Terrace,

Edmondsley, Durham

167 Rutherford, Thomas Easton, New Brancepeth Colliery,

Durham

168 Saint, Thomas Arthur, c/o — Thomas, Hughesoffka,

Gywddon Road, Abercarn, Newport, Monmouthshire

169 ScoBiE, Isaac, Woonona, near Sydney, New South Wales,

Australia

170 ScoTT, John Linton, Fast View, Seaton Delaval,

Newcastle-upon-Tyne

171 Scott, Thomas Amour, Sea View, Newburgh Colliery,

Acklington, Northumberland

172 Severs, Jonathan, Hebburn House, Hebburn, County

Durham

173 Simpson, Joseph, Wheatley Hill Colliery OiEce, Thornley,

County Durham

174 Slater, Thomas Edward, Ystradgynlais, Breconshire ...

175 Snaith, Joseph, Fell House, Burnhope, Durham

176 Snowdon, Thomas, Jun., Oakwood, Cockfield, County

Durham

177 Southern, Charles, Radstock, Bath

178 Southern, John, 9, Egremont Drive, Sheriff Hill, Gates-

head-upon-Tyne

179 Stewart, Roland, Thorn Cottage, Whickham, Swalwell,

County Durham

180 Stobart, Thomas Carlton, Ushaw Moor Colliery,

Durham

181 Stoker, Nicholas, South Pelaw Colliery, Chester-le-Street

182 Strong, George Adamson, Kibblesworth Hall, Gateshead-

upon-Tyne

183 Strong, John William, 7, Earls Drive, Low Fell, Gates-

head-upon-Tyne

184 SuGGETT, Ernest Hughes, School House, Leamside, Fence

Houses, County Durham

185 SuMMERsiDE, Edvvard, Glyn Derwen, Wylam, Northum-

berland

186 Swan, William Edward, 2.T, Tower Street West, Hendon,

Sunderland

187 SwANN, Joseph Todd, 1, Tyne View, Throckley, Newburn,

Northumberland

188 Thirlwell, Thomas Albert, Benwell Old House, New-

castle-upon-Tyne

189 Thomas, Robert Clark, North Biddick Colliery, Wash-

ington Station, County Durham ...

190 Thornton, Frank, South Durham Cottages, Bishop

Auckland

Date of Election
and of Transfer.

S. Aug. 1, 1908
A. Aug. 7, 1915

Dec.

Feb.

8, 1906

9, 1895

April 12, 1913
June 14, 1913

April 4, 1914
S. Dec. 9, 1899
A. Aug. 3. 1907
S. Dec. 11, 1909
A. Aug. 2, 1913

Dec. 14, 1907
S. June 10, 1899^
A. Aug. 4, 1906

S. Aug. 3, 1912
A. Aug. 5, 1916

Oct.

13,

1906

, Dec.

12,

1908

Aug.

1912

Oct.

1909

June

1895

Aug.

1900

June

10,

1905

. Aug.

1913

April

13,

1907

Aug.

1913

Oct.

12,

1907

June

12,

1897

Aug.

1901

June

10,

1903

Aug.

1909

Dec.

14,

1889

Aug.

1910

Aug.

1902

Feb.

13,

19C4

Aug.

1902

Aug.

1908

Oct.

1909

A. Aug. 7, 1915
Oct. 9, 1915.

Dec. 11, 1909

April
Dec.

9,
13,

1904
1902

Aug.

1906

Dec.

13,

1902

Aug.
Aug.

7,
3,

1909
1907

, Aug.
Feb.

1910
1902

Aug.

1909'

LIST OF MEMBERS.

191 TuRNBULL, William, West Holywell, Backworth Colliery,
Newcastle-upon-Tyne

102 Varvill, Wilfred Walter

193 Wainwright, William, H.M. Sub-Inspector of Mines,

West View, Fieldhouse Lane, Western Hill, Durham ...

194 Walkkr, Arthur, 4, Fatfield Road, Washington, Wash-

ington Station, County Durham ...

195 Walton, Isaac, 3, West Street, Tanfield Lea, Tantobie,

County Durham

196 Watson, Thomas, Jun., Rosebank, Darlington

197 Watts, Hubert, Blytheswco.i North, Osborne Road,

Newcastle-upon-Tyne
19S Weeks, Francis M.a.th\vin, Craghead and Holmside
Collieries, Craghead, County Durham

199 Welch, William Hall, Willington Colliery Offices

Willington, County Durham

200 Welsh, Arthur, Tunstall Terrace, Ryhope, County

Durham

201 WiPDAS, Frank, Thrislington Hall, West Cornforth,

Count J' Durham

202 Wild, Robert Powley, Ariel Lodge, Hewlett Road, Chel-

tenham...

203 Wood, George, South Farm, Cramlington, Northumber-

l:md

204 Wraith, Charles Osbobn, Leeuwpoort, ria Warmbaths,

Transvaal

205 Young, Charles, Laburnum House, Rowlands Gill, New-

castle-upon-Tyne

Date of El

eittion

iind of Transfer.

Oct. S,

1904

Dec. 12,

190S

Aug. 2,

1913

April 2,

1898

April 10,

1915

Dec. 14,

1907

June 8,

1907

Aug. 5,

1911

June 8,

1907

Aug. 1,

1914

Feb. 10,

1906

Aug. 2,

1913

Feb. 10,

1903

Aug. 2,

1913

Aug. 1,

1896

Aug. 1,

1903

Dec. 8, 1900
S. Dec. 8, 1906
A. Aug. 1, 1908

April 13, 1907
S. June 10, 1905
A. Aug. 5, 1911

Dec. 10, 1910

STUDENTS (Stud.I.M.E.).

Date of Election.

1 Anderson, Robert Wvlie, Highfield, "Wallsend, North-

umberland Feb. 14, 1914

2 Blackett, Geoffrey Elliot, Acorn Close, Sacriston, Durham Aug. 1, 1914

3 Bootiman, Frank Cecil, Woodside, Westoe, South Shields ... Feb. 10, 1912

4 Browell, Jasper Geoffrey, Low Trewhitt, Rothburv, North-

umberland ' Oct. 8, 1910

5 Brown, John Cecil, 9, East View, South Shields Feb. 10, 1912

6 Charlton, George Fenwick Hedley, School House, Seaton

Delaval, Newcastle-upon-Tyne Feb. 10,1912

7 CoRBETT, Vincent William, Seaham Colliery, New Seaham,

Seaham Harbour, County Durham ... ... ... ... Oct. 10, 1914

8 Crawh.\ll, John Stanhope, Westcroft, Stanhope, County

Durham Feb. 14, 1914

9 Dawson, Arthur Kenneth, Holme House, West Auckland,

Bishop Auckland Dec. 11,1915

10 Dillon, Norman ]SlARr;RAVE, Dene House, Seaham Harbour,

County Durham .. Oct. 10,1914

11 Dixon, Norman, Shilbottle Colliery, Lesbury, Northumberland April 10, 1915

12 Gibson, John Fenwick, Bentinck House, Ashington, Northum-

berland Aug. 1, 1914

13 Hall, Rowley, Station House, South Hylton, Sunderland ... Dec. 14, 1912

LIST OF MEMBERS. ll

Date of Election.

14 Hare, Ralph Victor, Howlish Hall, Bishop Auckland Dec. 10, 1910

15 HEATHEEiy<;TON, Arnold, Ouston House, Pelton, County

Durham Dec. 9, 1911

16 Inmax, William Si. John, Torrington, West Clifle Road,

Roker, Sunderland Feb. 11, 1911

17 Kent, George Herbert Stanton, The Lodge, Uxbridge ... June 14, 1913

18 KiRKUP, Philip, Jun., Leafield House, Birtley, County

Durham Dec. 9, 1911

19 Mutch, Edward Roderick, 3S9, Luton Road, Chatham ... April 10, 1915

20 Ranken, Charles Thompson, Coanwood, Roker, Sunderland ... Aug. 5, 1911

21 Scott, Charlks Weatheritt, 6, Evelyn Terrace, Gateshead-

upon-Tyne Dec. 9, 1911

22 Shapley, Cecil Edward William, Santry, Chelston Road,

Torquay ... Aug. 7,1915

23 Simpson, Claude Frank Bell, Hedgefield House, Blaydon-upon-

Tyne, County Durham ... ... ... ... ... ... Aug. 5, 1911

24 THOjrpsoN, John Ballantyne, 166, Westoe Road, South Shields Feb. 10, 1912

25 Welch, Joun Walter, 1, Milne Terrace, Durham Road,

Gatesliead-upon-Tyne ... ... ... ... ... ... June 13, 1914

26 WiGHAM, John Shiells, 50, Durham Road, Birtley, County

Durham June 13, 1914

SUBSCRIBERS.

1 The Ashington Coal Company, Limited, Milburn House, Newcastle-upon-

Tyne.

2 The Birtley Iron Company (3), Birtley, County Durham.

3 The British Tho.mson-Houston Company, Limited, Collingwood Buildings,

Newcastle-upon-Tyne.

4 The Broken Hill Proprielary Co.mpany, Limited, 3, Great Winchester

Street, London, E.G.

5 Brunnkr, Mono and Company, Limited, Northwich.

6 The Most Honourable the Marquess of Bute. Bute Estate Offices, Aberdare.

7 The Charlaw and Sacriston Collieries Company, Limited, 34, Grey

Street, Newcastle-upon-Tyne.

8 M. CouLSON and Company, Limited, Merrington Lane Iron Works, Spennymoor.

9 The Cowpen Co.al Company, Limited ('2), F, King Street, Newcastle-upon-Tyne.

10 Crompton and Co.mpany, Llmited, Pearl Buildings, Northumberland Street,

Newcastle-upon-Tyne.

11 Dominion Coal Co.mpany, Limited, Glace Bay, Nova Scotia.

12 The Right Honourable the E.\rl of Durham (2), Lambton Offices, Fence

Houses.

13 The Right Honourable the Earl of Ellesmebe (2), Bridgewater Offices,

Walkden, Manchester. Transactions sent to Charles Hardy, Bridge-
water Offices, Walkden, Manchester.

14 The Elswick Coal Company, Limited, Newcastle-upon-Tyne.

15 Gent and Company, Limited, Faraday Works, Leicester.

16 D. H. AND G. Haggie, Wearmouth Patent Rope Works, Sunderland.

17 The Hardy Patent Pick Company, Limited, Heeley, Sheffield. Transactions,

etc., sent to C. I'ennett, 6, Lawson Terrace, Durham.

18 The Harton Coal Company, Limited (3), Harton Collieries, South Shields.

19 James Joicey and Company, Limited (2), Xewcastle-upon-Tj'ne.

20 KiRKPATRiCK and Bark, Maritime Buildings, King Street, Newcastle-upon-

Tyne. Transactions, etc., sent to J. A. Donkin, 12, Ashgrove Terrace,
Gateshead-upon-Tyne.

21 The Lambton and Hetton Collieries, Limited (5), Cathedral Buildings, Dean

Street, Newcastle-upon-Tyne.

Ill

LIST OK MKMliKKS.

22 Joseph Laycock and Company, Seghill, Dudle\-, Noithumberlaiul.

23 The Most Honourable the Marqi'ess of Londondekry (4), c/o Vincent Charles

Stuart Wortley Corbett, Londonderry Oflices, Seahain Harbour, County
Durham.

24 Mavor and Coulson, Limited, 47, Broad Street, Mile-End, Glasgow.

25 The North Brancepeth Coal Company, Limited, Crown Street Chambers.

Darlington.

26 OSBECK and Company, Newcastle-upon-Tyne.

27 The Pkiestman Collieries, Limited, Victoria (iaresfield Colliery, Rowlanda

Gill, Newcastle-upon-Tyne. Travfactions sent to H. Peile, The Priestman
Collieries, Limited, Milburn House, Newcastle-upon-Tyne.

28 The Rvhope Coal Company, Limited (2), Ryhope CoUiety. Sunderland.

29 Siemens Brothers and Company, Limited, 39, CoUingwood Buildings, New-

castle-upon-Tyne.

30 Wasteneys Smith and Sons, 57 to 60, Sandhill, Newcastle-upon-Tyne.

31 The .South Hetton Coal Company, Limited (2), 50, John Street, Sunderland.

32 The Stella Coal Company, Limited, Hedgefield, Blaydon-upon-Tyne, County

Durham.

33 The Sterling Telephone and Electric Company, Limited, 42, Westgate

Road, Newcastle-upon-Tj'ne.

34 The Throckley Coal Company', Limited, Milburn House, Newcastle-upon-

Tyne.

35 The We.\rmouth Coal Company, Limited (2), Sunderland.

36 Westport Coal Company, Limited (2), Dunedin, Otago, >."ew Zealand.

ENUMERATION.

Honorary Members
Members ...
Associate Members
Associates
Students
Subscribers

August 5, 1S)16.

25
7 SO

88
205

Total

1,160

Members are desired to communicate all changes of address, or any corrections or
omissions in the list of names, to the Assistant Secretary.

INDEX.

INDEX TO VOL. LXVI.

Explanations.

The — at the beginning of a line denotes the repetition of a word ; and in the
ease of Names, it includes both the Christian Name and the Surname ; or, in the
case of the name of any Firm, Association or Institution, the full name of such
Firm, etc.

Discussions are printed in italics.

" Aba." signifies Abstracts of Foreign Papers at the end of the Proceedings.

" App." signifies Annual Report of the Council, etc., at the end of the Volume.

Accounts, 1914-191.5, 7.

— , 1915-1916, app. iii., ix.

.Addition of lime to briquettes to
lodvice sulphur jiercentage, abs. 16.

Address, presidential, .38.

Air and methane, limits of inflam-
mability of, abs. 12.

American coal-mining methods,
modern, with some comparison.s, 53,
106, 149, 206, 252.

Analj'sis of natural gas and illumin-
ating-gii-s by fractional di.stillation
at low temperatures and pressure.s,
abs. 15.

Annual general meeting, 1.

— report of council, 1914-1915, 2.

,1915-1916, aj)p. iii., v.

finance committee, 1914-1915, 6.

,1915-1916, app. iii., viii.

Apparatus, mine-rescue, alas. 10.

Aechbald, Hugh, modern Americav
coal-milling methods, with some
cotnparisons, 124.

Ardlethan tinfield, abs. 8.

Arrangements for reversing ventil-
ation in mines, abs. 20.

Artificial and natural ventilation,
abs. 21.

AsHWORTH, James, logic of trams, 221 .

— , modern American coal-mining
methods, with some comparisons,
136.

Associate members, election, 1.1. 103,
205.

J list, app. iii., xli.

As.sociates, election, 33, 103, 149, 205,
252.

— , list, app. iii., .xliv.

Au.stralia, We.~tern, mining fields,
abs. 5.

Barvik, — , dimensioning of coal-
mines, abs. 31.

Battery signalling bell, new, 19.

Bedsox, p. Phillips, influence of in-
combustible substances on coal-dust
explosions , 243.

Bell, new battery signalling, 19.

Black Mountain, prospecting for gold
in metalliferous .strata, abs. 1.

Bla.sting in coal-mines, use of liquid
air, abs. 19.

— materials, modern, destructive force
and .sjaeed of explosions, rfbs. 19.

Blatchford, a. S., influence of incom-
bu.stible sub.stances on coal-dust
explosions, 235.— Discussion, 243,
267.

Blum, T., difficulties in firing explo-
sives, either electrically or by hand,
abs. 18.

Bohemia, north-we.st, irruptions of
quicksand in brown-coal measures,
abs. 22.

— , working and concentration of out-
put of coalfield, abs. 8.

Boogardie, geological observations
and remarks on present state of
mining, abs. 6.

Bou vat-Martin, J., some considera-
tions in regard to internal resistance
of ventilators, abs. 21.

— ■, .study of mine ventilation; combi-
nation of natural and artificial ven-
tilation, abs. 21.

.vi)i:x.

Bowles, Oliver, safpty in stone-
(|ii;iiryinof, ;ib.s. 31.

BKAf'KETT, (Jeorge S., modern Ameri-
can ciHtl-mining meUiods, with some.
comixirisoiiK, I'M .

Brindley, John, modern American
cuul-mininy melhoils, irith some com-
parisons, 07.

British Columbia, coalfield.s, abs. 2.

Brown, E. O. Forster, modern
American coal-mining methods, vilh
some comparisons , 1G8.

Brown, J. Coggin, mining in Banna,
14.

Brown, Myles, logic of trams, 233.

Browu-Loal diist, utilization, abs.
17.

Brown-coal measures of north-west
Bohemia, irruptions of quicksand, abs.
22.

or lignite, utilization, abs. 16.

BuL.MAN, H. F., logic oj trams, 231.

Burma, mining, 14, 104.

BiTRRELL, G. A., and G. G. Oberfell,
limits of inflammability of mixtures
of methane and air, abs. 12.

Burrell, (!. A., Frank M. Seibert, and
G. (J. Oberfell, condensation of
gasoline from natural gas, abs. 9.

Burrell, (i. A., Frank M. Seibert,
and I. W. KoBERTSON, analysis of
natural gas and illuminating-gas hy
fractional distillation at low tem-
j:)eratures and pressure.s, abs. 15.

Canadian mineral occurrences, list,
abs. 2.

Characteristics of coal-deposits in
limestone strata (Germany), abs. 4.

-fossil coal, abs. 4.

Chater, C. W., mining in Burma. —
Discussion, 14, 104.

China, Kebao, coalfields, abs. 3.

Cleveland-Clii!s Iron Company, electri-
fication of, abs. 25.

Clive, Robert, Greenwell medal pre-
sented to, 2.

Clothier, H. W., new battery signal-
ling bell, 29.

Coal, coking, at low temperatures,
abs. 23.

— , fossil, characteristics, abs. 4.

— , gas in, abs. 12.

Coal-deposits in limestone strata,
characteristics, abs. 4.

Coal-dust explosions, influence of
incombustible substances. 235, 267.

or firedamj), fatal and non-fatal

explosions for 1915, abs. 32.

Coalfield, Bohemia, working and con-
centration of output, abs. 8.

Coalfields, British Columbia, abs. 2.

— , domain of Kebao, China, abs. 3.

Coal-mine near Neurode, Prussian
Silesia, explosion, abs. 14.

Coal-mines, dimensioning, abs. 31.

, use of Ii(|uid air for blasting,

abs. 19.

Coal-mining, Penn.sylvania, U.S.A.,

13.
methods, modern American, with

some comparisons, 53, 106, 149, 206,

252.
Coal resources of Western Australia.

abs. 6.
Coking of coal at low temperatures,

with special reference to properties

and composition of products, abs. 23.
Committees, 1916-1917, app. iii., xiv.
Concentration and working of output

of coalfield in Bohemia, abs. 8.
Condensation of gasoline from natural

gas, abs. 9.
Considerations in regard to internal

resistance of ventilators, abs. 21.
Constantina, employment of mechani-
cal drills in mines, abs. 25.
Council, annual report, 1914-1915, 2.
— , ,1915-1916, app. iii., v.

-of The Institution of Mining

Engineers, representatives on, 1915-

1916, election, 13.
, ,1916-1917, list,

app. iii., xiv.
Coxe, Edward H., modern American

coal-mining methods, with some

comparisons, 110.
Cbawshaw, Samuel, mining in Burma,

15.
Cuba, Mayari, iron-ore deposits, abs.

Darton, N. H., occurrence of explo-
sive gases in coal-mines, abs. 11.

Dean, Samuel, coal-mining in .state of
Pennsylvania, U.S.A. — Discussion,
13.

— , logic of trams, 220.

— , modern American coal-mining
methods, with some comparisons.
53.— Discussion, 85, 106, 149, 206,
252.

Destructive force and speed of explo-
sions of modern blasting materials,
abs. 19.

Difficulties in firing explosives, either
electrically or by hand, abs. 18.

Dimensioning of coal-mines, abs. 31.

Divis, J., exjieriments on wire ropes,
abs. 24.

DoBSON, Charles L., memoir of the
late George May, 269.

INDEX.

Domain of Kcbao, China, coalfii'lds,
ab.s. 3.

UoNATH, E., addition of linu' to
bri<(Uottc's to icdncc sulphur pci-
c'fntage, ahs. Ki.

DoNATH, E., and A. Rzehak, character-
istics of coal-dojjosits in limestone
strata. (Germany), aljs. 4.

DowLiNG, D. B., coalfields of British

Columbia, al)s. 2.
Drawing pillars in jtitching' seams,

methods, abs. !).
Drills, mechanical, in mines, Constan-

tina, abs. 25.
DussERT, 1)., application of Elmore

api>aratus at (iuerrouma mines, abs. 22.

Economy of winding-ropes, IG.

Election of meml>ers, 1.'^ :«, 103, 149,
205, 252.

officers, 1915-191G, 1.

representatives on council of The

Institution of Mining Engineers,
101.5-1916, 13.

Electric lamp, portable, 175, 216, 254.

Electrical means, loading of mine
cages by, abs. 26.

Electrically-driven ventilators in
mines, modern, abs. 26.

Electrification of mines of Cleveland-
Cliffs Iron Company, abs. 25.

Elmore apj)aratus at Guerrouma
mines, abs. 22.

Emerson, Harrington, modern Ameri-
can coal-mining methods, with some
comparisons, 111.

Employment of mechanical drills in
mines, Constantina, abs. 25.

EsPARSEiL, H., prosjjecting for gold in
metalliferous strata of Black Moun-
tain, abs. 1.

Europe, use of low-grade fuel, abs. 17.

Ex]jeriments on wire roj)es, abs. 24.

Explosion in coal-mine near Neurode,
Prussian Silesia, abs. 14.

Explosions of firedamp or coal-dust for
1915, fatal and non-fatal, abs. 32.

modern blasting materials,

destructive force and speed, abs. 19.

Explosive gases in coal-mines, occur-
rence, abs. 11.

— mixture.s, studies and investiga-
tions, abs. 11.

Explosive.s, difficulties in firing, either
electrically or by hand, abs. 18.

Factors of safety and economy of
winding-ropes, 16.

Fatal and non-fatal explf>sions of
firedamj) or coal-dust for 1915,
abs. 32.

Fennald, H. H., notes on use of low-
grade fuel in Eurof>e, abs. 17.

Finance committee, annual report,
1914-1915, 6.

, ,1915-1916, a[)p. iii., viii.

Firedamp or coal-du.st, fatal and non-
fatal explosions for 1915, abs. 32.

Firing explosives, difficulties, either

electrically or by hand, abs. 18.
FoRTiER, — , emjdoyment of mechanical

drills in mines of Constantina, abs.

25.
Fossil coal, characteristics, abs. 4.
Fuel, low-grade, u.se, in Europe, abs.

17.
FuTERS, T. Campbell, winding-drums

of practice and of theory ; with notes

on factors of safety and economy of

winding-ropes, 16.

Gas, natural, condensation of gasoline
from, abs. 9.

— in coal, abs. 12.

Gases, explosive, occurrence in coal-
mines, abs. 11.

Gasoline from natural gas, condensa-
tion, abs. 9.

'General meetings, 1, 33, 103, 149, 205,
252.

(geological oVj.servations and remarks
on pre.sent .state of mining in dis-
tricts of Mount Magnet, Lennon-
ville, and Boogardie, Murchison
goldfield, abs. 6.

Geology, mining, Yerilla, north
Coolgardie goldfield, abs. 5.

Germany, characteristics of coal-
deposits in lime.stone strata, abs. 4.

Gibson, John, logic of trams, 186. —
Discussion, 198, 216, 254.

Gibson, John, modern American coal-
mining methods, with some compari-
sons, 87.

Godfrey, J. E., report upon Ardlethan
tinfield, abs. 8.

Gold in metalliferous strata of Black
Mountain, prospecting, abs. 1.

Goldfield, Kurnalpi, north-east

Coolgardie, abs. 7.

— , Yalgoo, mining centres, abs. 7.

Graham, Charles, mine-rescue appara-
tus, abs. 10.

Greener, T. Y., influence of incom-
bustible substances on coal-dust
explosions, 248.

— ,modern American conl-mining
methods, with some comparisons,
173, 215.

— , new battery signalling bell, 31.

— , presidential address, 38.

INDEX.

Greenwell iiu'dal, j)r<\soiit;iti()ii of, 2.

Gregory, T. W. D., influence of in-
combustible substancex on coal-dust
explosions, 243.

Ciiit'i rouiiia iiiiiio.s, jijjplicatioi] of
Elmort' iij)|)aratu.s, abs. 22.

GuisELiN, A., petroleum and the war,
ab.s. 28.

Halbaum, n. W. G., uifxicrn A)nerican
coal-mining mcflnxls, irith some
conipatisons, 1)0.

— , vviuding-dnuiis of praftici' and of
theory; with note.s on factor.s of
safety and economy of winding-
roj>e.s. — Discii.ssion, 16.

Hare, Samuel, modern American coal-
mining methods, ivith some com-
parisons, 170, 212.

Hayden, H. H., mineral production of
India during 1913 and 1914, ab.s. 29.

Herburg, ^, utilization of brow)i-

coal dust. abs. 17.
HiR.scH, Hiram H., Hirseh portable

electric lamp, 175. — Discus.sion, 210,

254.
Honoraiy memljer.s, list, a|)|). iii.,

xvi.
Hoy, Austin Y., modern American

coal-mining metliods, with some

comparisons, 95.
HuEBERS, J., utilization of lignite or

brown coal, ab.s. 16.

Incombustible substances ou coal-dust

exjjlosions, influence, 235, 267.
India, mineral production, 1913 and

1914, abs. 29.
Inflammability of mi.xtures of methane

and air, limits, abs. 12.
Influence of incombustible substances

on coal-dust explosions, 235, 267.
Illuminating-gas, analysis, fractional

distillation at low temperatures and

pressures, abs. 15.
Institution of Mining Engineers,

rejn-eseutatives on council of, 1915-

1916, election, 13.

Institution of Mining Engineers,
representations on council of 1910-

1917, list, app. iii., xiv.

Internal resistance of ventilators, abs.

Investigation of certain phenomena

accompanying a mining (air-blast)

accident, abs. 14.
Iron-ore deposits, Mayari, abs. 8.
Irruptions of quicksand in brown-coal

measures of north-west Bohemia,

abs. 22.

Johnston, A. A., list of Canadian
mineral occurrences, abs. 2.

Jutson, J. T. , geological observations
and remarks on present state of
mining in districts of Mount
Magnet, Lennonville, and Boogardie,

Murchisou goldfie)d, abs. 0.
Jutson, J. T., Kurnalpi, north-east

Coolgardie goldfield, abs. 7.
— , mining geology of Yerilla, North

Coolgardie goldfield, abs. 5.

Kast, — , destructive force and speed
of explosions of modern blasting
materials, abs. 19.

Kebao, China, coalfields, abs. 3.

Keely, Josiah, modern American coal-
mining methods, luith some conipuri-
sons, 122.

Kemp, J. F., Mayari iron-ore deposits,
Cuba, abs. 8.

Kempe, H. K., neiv buttery signalling
bell, 20.

Keppen, a. de, movements of man-

ganese ore, abs. 28.

Keppen, A. de, su])i)ly of mineral fuel
to Paris Ijefore the war : imjjortance
of port of Rouen for sujiply of Paris
abs. 30.

Kii.patrick, William M., logic of
trams, 198.

Kirschner, L., working and concen-
tration of output of coalfield in
Bohemia, abs. 8.

Kuinalpi, noith-east Coolgardie gold-
field, abs. 7.

Lamp, portable electric, 175, 216,

•254.
Lantz, George N., modern A7nerican

coal-mining methods, with some

comparisons, 146.

Lavoie, G. a., some remarks on gas

in coal, abs. 12.
Lennonville, geological observations

and remarks on present state of

minins', abs. 6.

INDEX.

Lignite or brown coal, utilization, ahs. 16.
Ijime. addition, to bri<|tK'tt<'s to

rt'duce sulphur jK-rceutage, abs. 16.
Limestone strata, characteristics of

coal-deposits, abs. 4.
Limits of inflammability of mixtures

of methane and air, abs. 12.
Liquid air for blasting in coal-mines,

abs. 19.

Maitland, a. (J IBB, mining fields of
western Au.stralia, abs. 5.

Manganese ore, movements, abs. 28.

May, George, memoir, 269.

Mavari iron-ore dejiosits, Cuba, ab.s.
8.

Maylk, Ealph W., logic of trams, 224.

— ,modern American coal-rnining
methods, irith .some comparisons,
133.

Mechanical drills in mines, Constan-
tina, abs. 25.

Members, election, 13, 33. 103, 149,
205, 252.

— , list, ap]). iii., xvii.

Memoir of the late George May, 269.

Merivale, .John H., new battery
signalling hell, 28.

Metalliferous .strata of Black Moun-
tain, prospectihg for gold, abs. 1.

Methane and air. limits of inflamma-
bility of, abs. 12.

Methods of drawing pillars in pitch-
ing seams, abs. 9.

Mine cages, loading, by electrical
means, abs. 26.

— rescue apparatus, abs. 10.

— ventilation ; combination of natui'al
and artificial ventilation, abs. 21.

Minei-al fuel to Paris before the war,
supply, abs. 30.

— occurrences, Canadian, list, abs. 2.

— production of India, 1913 and 1914,
abs. 29.

Miners' safety-lamp, presentation of
portraits of inventors, 33.

Loading of mine cages by electrical
means, abs. 26.

Logic of trams, 186, 216, 254.

Louis, Henry, influence of incom-
bustible substances on coal-dust
explosions, 247.

Low-grade fuel in Europe, use of, abs.
17.

Ltjpton, Arnold, logic of trams, 216.

Miners' wash-and-change houses, abs. 30.

Mines, Constantina, employment of
mechanical drills, abs. 25.

— , electrification of, abs. 25.

— , modern electrically-driven venti-
lators, abs. 26.

— .reversing ventilation, abs. 20.

— , solenoid cables with induction-coils
for telephoning, abs. 27.

Mining, Burma, 14, 104.

— accident, investigation of certain
phenomena accompanying, abs. 14.

— centres at south end of Yalgoo
goldfield, abs. 7.

— fields of western Australia, abs. 5.

— geology of Yerilla, north Coolgardie
goldfield, abs. 5.

Modern American coal-mining

methods, with .some comparisons, 53.
106, 149, 206, 252.

— blasting materials, destructive force
and speed of explosions, abs. 19.

— electrically-driven ventilators in
mines, abs. 26.

Morgan, J. D., influence of incom-
bustible substances on coal-dust
explosions, 246.

Mount Magnet, geological observa-
tions and remarks on present state
of mining, abs. 6.

Mountain, W. C, new battery signal-
ling bell, 28.

Movements of manganese ore, abs. 28.

Mrvik, F., investigation of certain
phenomena accompanying a mining
(air-blast) accident, abs. 14.

Natural and artificial ventilation, abs. 21.
— gas, analysis, fractional distillation

at low temiieratui-es and pressures,

abs. 15.
, condensation of ga.soline from,

abs. 9.

Neurode, Prussian Silesia, explosion in
coal-mine, abs. 14.

New battery signalling bell, 19.

Nitrate of ammonia, abs. 11.

Non-fatal and fatal explosions of fire-
damp or coal-dust for 1915, abs. 32.

Oberfell, G. G., and G. A. Burrell,
limits of inflammability of mixtures
of methane and air, abs. 12.

Oberfell, G. G., G. A. B'urrell, and
Frank M. .^eibert, condensation of
gasoline from natural gas, abs. 9.

Occurrence of explosive gases in coal-
mines, abs. 11.

Officers, 1915-1916, election, 1.

— , 1916-1917, list. app. iii.. xv.

Olin, H. L., and S. W. Parr, coking
of coal at low temjwratures, with
special reference to properties and
composition of products, abs. 23.

Output of coalfield in Bohemia, work-
ing and concentration, abs. 8.

INDEX.

Padour, a., irruptions of (juicksand in
brown-coal measures of north-west
Bohemia, abs. 22.

Parfitt, I. C, modern American coal-
mining methods, with some com-
parisons, 113.

Paris, snpj)ly of mineral fuel before the
war, abs. 30.

Parker, Edward W., modern Ameri-
can coal-mining methods, with some
comparisons, 106.

Parr, S. W., and H. L. Olin, coking
of coal at low temj)eratures, with
special reference to properties and
comj)osition of products, abs. 23.

Patrons, list, ajjj). iii., xvi.

Peck, W. R., logic of trams, 218.

— , modern American coal-mining
methods, with some comparisons ,
127.

I'ennsylvania, U.S.A., coal-mining, 13.
I'etroleum and the war, ab.s. 28.
Pillars, drawing, pitching seams, abs.

9.
Pitching .seams, methods of drawing

pillars, abs. 9.
Portable electric lamp, 175, 216, 254.
Portraits of inventors of miners'

safety-lamj), jjresentation, 33.
Presentation of G. C. Greenwell medal,

2.
portraits of inventors of miners'

safety-lamp, 33.
Presidential address, 38.
Prospecting for gold in metalliferoii.s

strata of Black Mountain, abs. 1.
Prussian Silesia, explosion in coal-
mine near Neurode, abs. 14.
pRZYBORSKi, M., use of liquid air for

blasting in coal-mines, abs. 19.

Quicksand in brown-coal measures of
north-west Bohemia, irruptions,
abs. 22.

JuiGLEY, J. SoMERViLLE, methods of
drawing pillars in pitching seams,
abs. 9.

Eameau, Louis, coalfields of domain of

Kebao, China, abs. 3.
Eepresentatives on council of The

Institution of Mining Engineers,

1915-1916, election, 13.
- — ,1916-1917, list,

app. iii., xiv.
Resistance of ventilators, internal, abs. 21.
Reversing ventilation in mines, abs. 20.
Roj^es, wire, experiments, abs. 24.
Rotating ventilation-doors for upcast

shafts, abs. 20.
Rouen, importance of, for supply of

Paris, abs. 30.

RouTLEDGE, W. H., logic of trams,
199.

— , modern American coal-mining
methods, with some comparisons, 85.

RucKERT, R., and — Wendrineh,
modern electrically-di'iven ventila-
tors in mines, abs. 26.

Ryba, G., arrangements for reversing
ventilation in mines, abs. 20.

— , rotating ventilation-doors for up-
cast shafts, abs. 20.

RzEHAK, A., and E. Donath, character-
istics of ooal-deposits in limestone
strata (Germany), abs. 4.

Safety in stone-quarrying, abs. 31.

Safety-lamp, miners', pre.sentation of
portraits of inventors, 33.

ScHMERBER, H., studics and investiga-
tions relating to various explosive
mixtures, with nitrate of ammonia as
the ba.se, abs. 11.

ScHOLZ, Carl, modern American coal-
mining methods, with some com-
parisons, 143.

Seams, pitching, methods of drawing
pillars, abs. 9.'

Seibert, Frank M., G. G. Oberfell,
and G. A. Burrell, condensation of
gasoline from natural gas, abs. 9.

Seibert, Frank M., I. W. Robertson,
and G. A. Burrell, analysis of
natural gas and illuminating-gas by
fractional distillation at low tem-
peratures and pressures, abs. 15.

Severs, William, influence of incom-
bustible substances on coal-dust
explosions, 248.

Shafts, upcast, rotating ventilation-
doors, abs. 20.

Shubart, Benedict, modern Atnerican
coal-7nining methods, with some
comparisons, 140.

SiEPRAWSKi, W., solenoid cables with
induction-coils for telephoning in
mines, abs. 27.

Signalling Ijell, new battery, 19.

Simpson, John Bell, presentation of
portraits of inventors of miners"
safety-lamp, 33.

Smith, William, logic of trams, 202.

Solenoid cables with induction-coils for
telephoning in mines, abs. 27.

Speed and destructive force of explosions
of modern blasting materials, abs. 19.

INDEX.

Stanford, F. C. electrification of
mines of Cleveland-Cliffs Iron Com-
pany, abs. 25.

Stone-quarrying, safety in, abs. 31.

Stow, A. H., modern American coal-
mining methdd.s, with some com-
parisons, 148.

Strzelecki, Percy, list of fatal and
non-fatal explosions of firedanijj or
coal-dust for the year 1915, abs. 32.

Students, election, 13, 103.

— , list, app. iii., 1.

Stiidies and investigations relating to
various explosive mixtures, with
nitrate of ammonia as the base, abs. 1 1 .

Subscribers, election, 252

— , list, app. iii., li.

Supply of mineral fuel to Paris before
the war : importance of port of
Rouen for siipply of Paris, abs. 30.

Tate, Simon, modern American coal-
mining methods, with some com-
parisons, 158, 173.

Telephoning in mines, solenoid cables
with induction-coils, abs. 27.

Thornton, W. M., new battery signal-

ling bell, 19. — Discission, 26.
Tinfield, Ardlethan, abs. 8.
ToNGE, Alfred J., modern American

coal-mining methods, with some

comparisons, 131.
Trams, logic of, 186, 216, 254.

tfnited States of America, coal-mining mines, abs. 19.

in state of Pennsylvania, 13. T'se of low-grade fuel in Eurojx>,

Upcast shafts, rotating ventilation- abs. 17.

doors, abs. 20. Utilization of brown-coal dust, abs. 17.

Use of lirjuid air for blasting in coal- -lignite or brown coal, abs; 16.

Ventilation, mice : combination of Ventilation in mines, reversing, abs. 20.

natural and artificial ventilation. Ventilators, internal resistance, abs.

abs. 21. 21.

— doors for upcast shafts, rotating, — in mines, modern electricallv-

abs. 20 driven, abs. 26.

Wales, Henry T., modern American
coal-mining methods, with some
comparisons, 89.

Walker, G. Blake, modern American
coal-mining methods, u-ith some com-
parisons, 100.

War and petroleum, abs. 28.

Warne, — , explosion in coal-mine near
Neurode, Prussian Silesia, abs. 14.

Wash-and-change hou.ses, miners', abs.
30.

Watson, John, logic of trams, 200.

Weithofer, K., characteristics of
fossil coal, abs 4.

Wendriner, — , and R. Ruckert,
modern electrically-driven venti-
lators in mines, abs. 26.

Western Australia, coal resources, abs. 6.

, mining fields, abs. 5.

Wheeler, R. V., new battery signal-
ling bell, 27.

White, Joseph H., miners' wash-and-
change houses, abs. 30.

Wilson, Eugene B., coal-mining in
state of Pennsyh^ania, U.S.A., 13.

Wilson, W. R., modern .American
coal-mining methods, irith some
comparisons, 108.

Winding-drums of jjractice and of
theory ; with notes on factors of
safety and economy of winding-
ropes, 16.

Winding-ropes, factors of safety and
economy, 16.

WiNTERMEY'ER, — , loading of mine
cages by electrical means, abs. 26.

Wire ropes, experiments, abs. 24.

Wood, Percy L., Hirsch portable
electric lamp, 216.

Woodward, H. P., certain mining
centres at south end of Yalgoo gold-
field, abs. 7.

— , coal resources of western
Australia, abs. 6.

Working and concentration of output
of coalfield in Bohemia, abs. 8.

Yalgoo goldfield, mining centres at

south end, abs. 7.
Yerilla, mining geology, abs. 5.

YoTJNG, George J., modern American
coal-mining methods, vnth some
comparisons, 148.

THE NORTH OF ENGLAND INSTITUTE OF
MINING AND MECHANICAL ENGINEERS.

[Founded 1852.— Incorporated by Royal Charter, 1876.]

TRANSACTIONS.

VOL. LXVII.

1916-1917.

EDITED BY THE AS.SISTANT SECRETARY

NEWCASTLE-UPON-TYNE : PUBLISHED BY THE INSTITUTE.

Printed by Andrew Reid & Co., Limited, Newcastle-upon-Tyne.

1917.
[All rights o/ publication or translation are reserved.]

ADVERTISEMENT.

The Institute is not, as a body, responsible for the statements and opinions
advanc«d in the papers which may be read, nor in the discussions which may
take place at the meetings of the Institute.

CONTENTS.

CONTENTS OF VOL. LXVII.

Advertisement ... ... ... ii

Contents ... ... .. ... iii

GENERAL MEETINGS.

1916. PAGE.

Aug. 5. — Annual General Meeting (Newcastle-upon-Tyne) 1

Death of Mr. John George Weeks ...

Election of Officers, 1916-1917

Dec. 9. — General Meeting (Newcastle-upon-Tyne)

Death of Mr. John Herman Merivale
1917.

Feb. 9. — General Meeting (Newcastle-upon-Tyne) ... ... 4

Discussion of Mr. F. F. Mairet's pajjer on " The Economical

Production and Utilization of Power at Collieries" ... 4

"Further Notes on Safety-lamps." By Simon Tate ... ... 6

Discussion ... ... ... ... ... ... ... 16

April 14. — General Meeting (Newcastle-upon-Tyne) ... ... ... 22

Discussion of Mr. F. F. Mairet's paper on " The Economical

Production and Utilization of Power at Collieries" ... 22
Discussion of Mr. Simon Tate's " Further Notes on the Safety-
lamp " ... ... ... ... ... 25

" Some Practical Notes on the Economical Use of Timber in

Coal-mines." By F. C. Lee 32

Discussion ... ... ... ... ... ... 44

"The Horsley and Nicholson Automatic Compound Syphon."

By George E. Nicholson ... ... ... .. .. ... 45

Discussion ... ... ... ... ... ... ... 49

June 9. — General Meeting (Newca.stle-upon-Tyne) ... ... ... ... 54

Discussion of Mr. F. F. Maii-et's paper on " The Economical

Production and Utilization of Power at Collieries" ... 54

Discussion of Mr. George R. Nicholson's paper on " The

Horsley and Nicholson Automatic Compound Syphon" ... 55

Discussion of Mr. F. C. Lee's paper on " Some Practical Notes

on the Economical Use of Timber in Coal-mines" ... 57

APPENDICES.

-Notes of Papers on the Woi'king of Mines, Metallurgy, etc., from
the Transactions of Colonial and Foreign Societies and Colonial
and Foreign Publications ... ... ... ... ... ... 1-14

" Hydraulic Packing at Ballarpur Colliery, Central Provinces,

India." By R. S. Davies 1

3 TRANSACTIONS-THE NORTH OF ENGLAND INSTITITK. [Vol. Ixvii.

Mr. W. C. Blackett seconded the vote of condolence, which

was passed in silence, the memhers standing.

ELECTION OF OFFICERS, 1916-191T.

Mr. Frank Coulson (the newly-elected President), in thank-
ino- the members for electing- him President, said that with
the assistance of the Council he would endeavour to
cany out the duties in the best interests of the Institute. He
trusted that notwithstanding the war and the absence of many
members on service they might have many interesting and useful
papers and discussions; there was very much good to be derived
from these discussions. A great deal was said about the trade
war after this war, and he trusted that they would be in
a better position to undertake such a trade campaign than they
were to undertake the conduct of the war itself. He had no
doubt the numerous committees appointed, with the aid of the
eminent men who were on them, would help the country a great
deal, but they were a long way behind in this matter. In
Germany every group of collieries had a number of research
chemists, men who could not only tell them that there was so
much sulphur and ash in coal, but who could discover things in
coal that we in England never thought of. It was very desirable
that this practice should be carried out in England. The colliery
manager had enough to do in his own j)ortion of the business, and
he was not a chemist; the men required to do this work should be
qualified chemists, and he was sure that we had in Great Britain
chemists as good as, if not better than, they had in Germany.

In this country there was a certain amount of coal, free from
sulphur and ash, which was very useful in the manufacture of
high-class steel. This coal should not be allowed to leave the
country, but should be utilized here.

In conclusion, he would remind them that the first President
of the Institute had stated in his Address that " we should each
act as if we were individually responsible for the success of the
Institution," and he (Mr. Coulson) thought that there had been
DO better Presidential Address.

1916-1917.] DKVTli OF MR. .7()II>' HERM.iN MERIVAI.E.

THE NORTH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Held is the Wood Memorial Hall, Newcastlk-upon-Tyne,

December 9th, 1916.

Mr. frank COULSON, President, i.v the Chair.

DEATH OF MR. JOHN HERMAN MERIVALE.

The President (Mr. Frank CouUon) .said that by the death
of their Secretary they had last their pilot. What that meant
to their Institute, to The Institution of Mining Engineers, and to
the mining- community of Great Britain was very difficult to
estimate, as tlie loss was so great. Mr. Merivale had been a
member of the Institute for 40 years, he had sat on the Council
for 'iO years, was President for the years 190^J-1907 and 1907-
1908, and had acted as Honorary Secretary and then Secretary
for tlie past S years. He possessed a very intimate knowledge of
the requirements of the Institute, and took the greatest possible
interest in all matters relating thereto. He had devoted a large
amount of time and thought to the promotion of the wellbeing
of tlie Institute, and had tlius contribiited in no small measure
to its usefulness and success. He (Mr. Coulson) moved that the
Acting Secretary be instructed to convey to Mrs. Merivale and
her family tlie sincere sympatlu' of the members with tlieni in
their bereavement, and to express how greatly Mr. Merivale'e
invaluable services were appreciated.

Mr. C. C. Leach (Seghill) .said that no one could have been
more useful to the Institute, and to everybody round him, than
their late Secretary. He was always so cheery, even in very
adverse circumstances, and no one was more helpful to others.
He would be very greatly missed by those who knew him, for he
was always regarded as one of the best.

The resolution was passed in silence, the members standing.

Best's Gauzeless miners" safety-lamp was exhibite<l,
described, and demonstrated by Mr. W. Best.

4 IRANSACTIOXS TIIK NOUTII OK K\(;LANI) IXS'IiriTK. [Vol. Ixvii.

THE NORTH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEEIIS.

GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastle-ufon-Tyne,

February 10th, 1917.

Mr. frank GOULSON, President, in the Chair.

DISCrSSlON OF MK. F. F. MAIRFTS PAPFK ON " THE
ECONOMICAL PRODUCTION AND UTILIZATION (JF
POWER AT COLLIERIES."*

The President (Mr. Frank Coulson) said that the trend of
the discussion had been as to tiie best way of using inferior coal.
The question arose whether it was better to feed coal into tlie
furnaces in the dirty state in which it came out of the mine or
to wash it. From a perusal of the discussion he gathered tliat
the general opinion was that it was better to wash the coal and
to use clean coal for firing the boilers than to u.se unwashed coal.

Mr. Simon Tate (Tiinulon Grange) said that it was not
always practicable to adopt that course, as at a number of
collieries the bottom coal was used for boiler-firing, and was
tipped into the fireholes as it came out of the pit. As it
amounted to only an occasional tub or two, it would be impossible
to keep a washing plant and the necessary attendants to deal
with such coal. It seemed to him that it was purely a question
of expense, and the method suitable at one colliery might not
be suitable at another. Many of the collieries in the county of
Durham were now trying to utilize their waste gases for their
supply of power.

The President agreed with Mr. Tate, but was of opinion that
much useful material was tipped over the heaps that might be
crushed and washed, and so effect a saving.

Mr. R. J. Weeks (Bedlington) said that in a great many
collieries in Northumberland the " band " coal was being used
to the greatest possible extent, and it came out of the fires in as
large pieces as when it went in. He thought that there was no
room for improvement in that direction.

Mr. C. C. Leach (Seghill) stated that many engineers over-
looked the fact that they had an extra boiler to keep going; this
not only required an extra fireman, but the boiler absorbed an
enormous amount of heat, and gave them no return.

The President (Mr. Frank Coulson) said that one question
arising out of the paper was whether it was cheaper to generate

* Truns. InsI, M, E., 1916-1917, vol. lii., pages 71, 127, apd 239,

1916-1917.] niSCUSSlOX PRODICTION" AND UTILIZATION" OF POWER. 5

electricity or to buy it. It appeared to liiiu that wliere a colliery
had coke-oveus adjacent, electric power and light could be
generated very cheaply; but that where tbere was no .surplus
heat from coke-ovens, it would be cheaper to buy Hum to generate
such power. If only a snudl unit was rei[uired, and they had
to keep a big generator running to produce the power, it could
be bought more cheaply.

Mr. M. AV. Parrington (Wcarmouth Colliery) said that the
question wa.s whether it was cheaper to buy electricity than to
generate it with a separate plant where no waste heat or exhaust-
steam was available. The whole of the plant of a power company
was concentrated.

Mr. Simon Tate said that he differed from the President, as
the electric power companies had to purchase their coal. The
plant could not be better concentrated than at a colliery where
they had the coal.

Mr. Reginald Guthrie (Newcastle-upon-Tyne) asked
whether it was not largely a question of the amount of power
required; if it was not a large quantity, he thought that it could
not be produced nearly so cheaply as it could be bought

Mr. C. ('. Leach said tluit at a fairly large colliery with hand-
fired boilers electricity could be generated at jd. per unit; it
could not be bought for that amount, although the companies
generated it for |d. per unit.

Prof. Henry Louis (Armstrong College, Newcasile-upon-
Tyne) said that he could quite imagine that a colliery producing
much " band " or dirty coal, which, if gasified in a low-
temperature gas-producer would produce a large quantity of
bye-products, would obtain its electricity for practically nothing;
that would be the maximum of economy in the production of
electricity on a small scale ; whereas another colliery producing
nothing but a good class of vendable coal, would not find it
profitable to generate its own electricity. It all depended on the
circumstances, very largely on the class of coal produced, and
I hat was the only answer that could be given to the question.

Mr. Mark Ford (Washington) tiiought it depended very
much on the colliery and how the pits were laid out. Tiiere was
a further point to be considered, namely, the position of a colliery
was always changing. The requirements at present might be
'-J00 kilowatts, and to-morrow 500. That might mean the
scrapping of the existing plant and its replacement in order to
meet the larger supply required. For ordinary-sized collieries
he thought that it was cheaper to buy electricity than to generate
it.

TUA.NSACTIONS TllK NUKTll Ol' KN(.LAM> I.NMITITK. [Vol. Ixvii.

Kl'lM'llKK NOTES ()}i SAFKTV-LAMl'S.

By SIMON TATE.

Inlfoditction. — A few months ago the writer prepared some
notes on tlie subject of safety-himps ; but having learnt that
Profs, llardwick and O'Sliea had written a paper on the subject,
he awaited its publication before submitting- his views. Having
now liad an opportunity of reading their paper,* he oifers to these
gentlemen his hearty congratulations on a very full and careful
compilation of dates and particulars relating to the history of
safety-lamps.

The subject, however, is one of particular — the writer might
almost say personal — interest to the members of The North of
England Institute of Mining and Mechanical Engineers, and he
is of opinion that all has not yet been said upon it that might and
ought to be said. The Institute is still privileged to have
amongst its members a few who, he believes, could supply some
interesting and instructive facts relating to the early local history
of this very important subject, and more especially when it is
considered that it was in Newcastle-upon-Tyne that the battle of
the lamps was fought, a controversy in which the greatest mining
engineers of their day bore an active part, and which continued
from 1815 onwards for many years. He has no doubt that the
present fathers of mining in the North of England — Sir Lindsay
Wood, Bart., Mr. Thomas Douglas, Dr. J. B. Simpson, and
possibly a few others — could add considerably to our knowledge
of past events on this subject.

In the early years of the nineteenth century several serious
colliery explosions occurred, which resulted in the loss of many
lives, the most serious being that at Felling Colliery in 1812,
when 92 lives were lost. This explosion was probably due
primarily to the ignition of firedamp; at any rate, this was the
cause assigned for it at the time, although there is always the
possibility that some of these early explosions might have been
caused by the presence of coal-dust.

The ventilation of coal-mines at that date was very crude and
meagre, and even where there was some pretension to adequacy- of
air-supply, its quantity was very much restricted by the practice
then followed of having one continuous current passing from the
downcast to the upcast shaft, the result being that the air was
small in volume and impure in quality.

It is not easy to imagine or realize what would be the condi-
tion of such an air-current after passing round all the ramifica-

*" Notes on the History of the Safetv-Uniip," by Prof, F. W. Hardwiek
and Prof. L. T. O'Shea, Trans. Inst. M.E., 1915-1916, vol. li., page 548.

1916-1917.] TATE FURTHER NOTES ON SAFETY-LAMPS. 7

tions ot one of the deeper collieries, where the air was said to
travel a distance of 30 miles or more; nor need one be surprised
at the numl)er of ex])l()si()ns tliat occurred, Juiving- rejicard first to
the state of the veiilila t ion. and second to the universal use of
naked liohts. Probably many of the explosions which at that
time occurred would luive been even more serious if the ventilat-
ing air-current had been less contaminated. It was not until
the year 1815 that " splitting- of the air " was first introduced.

Towards the close of the eighteenth century and tlie beginning
of the nineteenth great developments in colliery properties took
place, due to the advent of the steam-engine, which enabled coal
to be won from depths hitherto impracticable, but which were
now rendered workable by the substitution of steam for animal
power. With the increase of depths came the increased menace
of firedamp, as up to the year 1815 naked lights were the only
means used for ordinary lighting. At some collieries exceptional
circumstances necessitated the occasional use of the steel-mill,
which was invented betAveen the years 1730 and 1750, and intro-
duced into northern collieries about the year 1760; but this,
altliough called an improvement, was apparently only a shade
safer than the naked light.

Two terrible explosions of firedamp, with serious loss of life,
having occurred, one at Tarrow and the other at Felling, the
public became alarmed; excitement ran high, and public men of
all grades demanded that a remedy should be provided. Rewards
were offered for the best means of working collieries where fire-
damp existed; the aid of the Government was invoked; and
eminent scientists voluntarily gave their services in seeking to
provide a safe means of lighting which, whilst enabling the miner
to follow his employment, would not ignite firedamp.

From the time when firedamp became prevalent in dangerous
quantities in mining for coal, the question of providing a safe
light to work by had occupied the attention of the brightest intel-
lects that graced the mining profession, and the occurrence of the
explosions stimulated still further the efforts of such men as
Nicholas Wood, John Buddie, George .Stephenson, Sir Humphry
Davy, Dr. Clanny, and many others, with the result that in 1814
Dr. Clanny invented a lamp that burned in an explosive mixture
without igniting the surrounding inflammable atmosphere. This
lamp, however, although considered scientifically safe, was so
complicated and cumbersome that it was found to be imprac-
ticable for use as an ordinary means of lighting for underground
work, and it was not until about 20 years later, probably about
the year 1837, that the " Clanny " lamp, so well known to all
mining men, was produced.

In 1815 George Stephenson, at that time the colliery engineer
at Killingworth Colliery, invented a lamp, and in the same year,

8 TRANSACTIONS THE NORTH OF KN(iLANI) IN ST IT I IK. [Vol. Ixvii.

practically at the same time, Sir Hum}>liry Davy also produced
one. After many preliminary trials and partial failures we are
informed that both inventors succeeded, independently of each
other's efforts, in producino- a safety-lamp, and both lamps were
found to be safe when burning in an explosive atmosphere.

Both George Stephenson's " Geordy " and Sir Humphry
Davy's "Davy" depended on the same principle for their safety,
namely, small apertures in a metal plate, or the meshes of a
closely-woven wire gauze, which enclosed the flame of a lamp.
These, whilst admitting the passage of an inflammable mixture,
did not allow the flame to pass from the inside to the outside
atmosphere, and consequently it did not ignite the surrounding
firedamp. This was the governing principle of safety-lamps,
and from that time onwards miners have always had the means
of having a safe light when they encountered firedamp.

These three inventions led io important developments in the
output from fiery collieries, and a change immediately took place
in the working of gaseous coal-seams. Where previously it had
been found too risky to extract the coal-pillars (and in many deep
pits large tracts of small pillars have been left and manj^ of them
lost for ever), immediately the safety-lamp was adopted efforts
were made to work off pillars, and millions of tons of coal have
been extracted which but for the safety-lamp would probably
have been irrecoverably lost.

In 1815 and for some time afterwards it was evidenth* the pre-
vailing idea that it was quite safe to use the safety-lamp con-
tinuously for lighting purposes in atmospheres charged with fire-
damp, thus enabling the colliers to follow their usual work even
in the presence of considerable percentages of firedamp; in fact,
the idea was prevalent that the safety-lamp had been invented
for the express purpose of working in explosive atmospheres.

From information handed down it appears that the fullest
advantage was taken of this property of the safety-lamp, and at
some collieries it was deliberately and habitually used in
atmospheres charged with firedamp. Even under such trying
conditions implicit trust continued to be placed in the efficiency
and security of the lamps; in fact, they were often used under
such conditions that the gauzes of the lamps became red hot, and
the lamps had to be taken out into the fresh air to be cooled. At
some collieries boys were employed for the purpose of changing
the lamps when they became too hot to handle.

An interesting paragraph occurs in Sykes' Local Records, as
follows : —

" 1825, October 5th. — An explosion took place in Hebburn colliery, by
which four men were suffocated by the after-damp. The carburetted
hydrogen gas took fire at a steel mill, which was emploj^ed while the Davy
lamps were cooling."

1916-1917.] TAtE — ITRThKR NOTES ON SAF£TY-I.AM PS. 9

Sir Humphry ])avv. in writing to Dr. Gray on New Year's
Day, 1816. made the following statement : —

" I have made very simple and economical lanterns, and candle guards,
which are not only absolutely safe, but which give light by means of the
fire-damp, and which, while they disarm this destructive agent, make it useful
to the miner."*

" That there has been no instance of an explosion occurring in conse-
quence of the use of the Davy lamp where it has been properly used, i.e.
neither inadvertently opened, the meshes of the wire disturbed, so as to widen
some of the apertures, nor the tissue too long kept at a red heat."t

" But that the miners sometimes actualh' work with the cage at a red
heat for hours together. "J

That thi.s was not an isolated case is borne out b}- the remark.?
in the Inaugural Address delivered by Mr. Nicholas Wood, the
first President of the Institute, at the meeting held on September
3rd, 1852. when he .said that—

" The subject of safety-lamps will, therefore, no doubt form the subject
of your early and anxious investigation, and no part of the subject will

require more serious or careful attention and the fact that thousands

of those lamps are daily iised in an inflammable atmosphere, render this an
inquiry of vital importauce to the safety of the miner. "§

This statement points to the possibility that of the three, types
of lamps at this time extant the " Davy " must have been the
one most generally used, as neither the " Geordj" " nor the
" Clanuy " would have continued to burn under the conditions
mentioned b\- Mr. Wood.

TJie Clanny Lamp. — From information that the writer has
been able to gather he thinks that the " Clanny," with the adop-
tion of the " Davy " gauze fixed above the glass cylinder, only
became a practical miner's lamp some time between the years
1837 and 1843; certainly in the year 1853 it was the lamp regu-
larly used at Wearmouth Collieiy, then the deepest pit in this
country, for we find that at a meeting of the Institute held that
year Mr. George Elliot (afterwards Sir George Elliot), who at
the time Avas the viewer of Wearmouth Colliery, stated —

"I am, perhaps, unduly partial to the Clanny lamp; but, at the same
time, as the subject is before the meeting, I think it but fair to state that I
have worked with it for several years — six or eight years. I have employed
several hundreds of them; and in no case have I been made acquainted with
a single instance where the safety of the miner has been imj>erilled by any
accident to the glass. We have a large increase of light from it."l|

As Mr. Elliot stated that he had worked with this lamp for
eight years, this meant that it had been used at that colliery from
about 1845. When one considers the probable condition of the
colliery at this early period of its history, when the very deepest
coal-working of virgin seams of coal was practicalh" just com-

* The History ami Dh^rription of Fo<sil Fuel, the Collieries, and Coal Trade of
Crtat Britain, by John Holland, second edition, 1841, page 274.

t Ibid., page 284. + Ibid. , page 285.

§ Trans. N. E. Inst., 1852-1853, vol. i., second edition, page 24.

II Ibid., page 190.

lU TKA.\>AC 110N> TllK NOKTll OK KM. LAND INsllllTi;. [Vol. Ixvii.

menciuy, it is almost certain that the manager of this colliery
would not have adopted the lamp so generally if he had not pre-
viously satisfied himself of its absolute safety for such couditions
as would exist at his pit. The writer believes that its use was
continued at this colliery down to within (|uite recent years.

It may tlierefore with confidence he assumed that the period
suggested (1837 to 1843) is more or less correct as the date of
the invention of the "■ Clauuy " lamp as we know it. namely, the
lamp with the single glass cylinder and with the '' Davy " gauze
above it.

In its early days this lamp, owing to its having only a single
glass surrounding the flame, was looked upon by many colliery
viewers with great trepidation, and even in the writer's time at
many collieries it was onl\- allowed to be used on the wagonways
and in the mIioIc mine-workings, its use in the luoken mine being
strictly prohibited. In fact, it was looked upon by many officials
at the fiery pits as occupying a position midway between a safety-
lamp and a stable lantern, and in their opinion was not to be com-
pared with the " Davy " and the '' Geordy " lamps as a safe light
for working in the parts of a mine where firedamp was likely to be
present. Yet, notwithstanding all the obloquy cast upon it, the
" Clanny " possesses two important advantages — it gives a much
better light than either the " Davy " or the *' Geordy " lamp,
and it has the property of becoming extingui>hed much more
quickly than the '" D-avy '" lamp in an explosive mixture or
firedamp, a very import-iint factor when the lamp is used In-
inexperienced persons.

The late Mr. Stephen C. Crone, in his " Observations on
Pillar Working in Xorthumberland and Durham Collieries,"
when speaking of the use of safety-lamps, mentioned only the
" Davy "' and the '* Geordy " lamps, and never even hinted at
the use of the " Clanny " lamp. The following is an extract

from his paper: —

" It is the invariable custom in the North of England always to use the
Davy-lamp where the least danger is to be apinehended in pillar work-
ing. It is used in the least dangerous parts of Killiugworth Colliery; but in
the dij) and most dangerous parts, no other but the " Geordy,' or Stephenson'.s
safetv-lamp, is allowed to be iised, as l)eing the most improved, and affording
greater protection from danger than the Davy. The Davy safety-lamp is
undoubtedly safe under all ordinary circumstances of danger; biit on extra-
ordinary occasions, where danger is constantly to be apprehended, I prefer
the 'Geordy.' I mention this from having observed, in jjersons unaccustomed
to the use of the ' Geordy,' a species of objection, almost amounting to a
prejudice, against this safety-lamp, difficult to account for, unless they are
ignorant of the principles and action of the lamp. As the ' Geordy ' is not so
geuerallv known and extensively used as the Davy, I may here give a
brief explanation of its action, and why I prefer it as above stated. When
introduced into an explosive atmosphere, the light gently flames up, and is
immediatelv extinguished. The reason of this is. the flame absorbs all the
oxygen inside the glass cylinder placed within the gauze, and the air cells
at 'the bottom, to admit air for the support of the flame, l^eiug too small to

19lf5-1917.] TATE — nTRtllEU NOTHS ON SAFETY-I.AM PS. U

allow a sufficient quantity of oxygen to pass througii for supporting a large
flame, it is necessarily and immediately extinguished, the heated air passing
upward preventing a supply from the holed cap on the top. This is not the
case with the Davy safety-lamp. Every orifice of the gauz<> Ix'ing open

for the admission of oxygen from the surrounding air, a sufficient tiuantity
is admitted to support a large flame; and when introduced into an explosive
atmosphere, it flames up, and continues burning with a large volume of
fiame as long as any oxygen remains, so as to render the gauze red hot, if
the lamp is continued in such an atmosj)here. In flu- oidinary course of
working it is not, howevei , allowed to remain in such ;iii atmosphere until it
becomes red hot, the workmen iicing ordered to remove it. I mei-ely state
this, contrasting the value of the two lamps in an explosive atmos])here, the
utter inability of the workman to i-emain at work, in //ic ddik, under such
circumstances, with a ' Geordy ' lamp, wliicli he iniLrlit 1h' feinjit<'(l to do
with a Davy."*

The writer coiisidci's thai ilic Mut'stMer, Marsaiit. and other
glfiss laiup.s of simihtr coiislniction are only luoditication.s of,
and some of them improvements on, the " (Manny " lamp.

One of the restriction.s im])o.s«Ml by the (ioNcnmient in the
Coal Mines Act of 1911 was the fixinp- of a standard of liprhtinp;-
power for safety-lamps; in consecinence of this the " Davy " and
" Geordy "' lamps have been jjract ically alidlished, and the jirin-
riple enunciated in the quotation : " The stone which the huilder.s
rejected has become the chief corner-stone," is veiy n])i\\ i)or-
trayed in the past and present jxjsitioii held by ihc Clanny tyi)e
of himp, and in its adoption by the (lovt^rnnient.

The " Georchj " Lanip. — At the first introduction of the
safety-himp this lamj) un(h)ubtedly was theoretically the safest
of the three clas.ses of himps, becau.se, owinjr to the piiiiciple of
it.s construction, it was exf injjruished on coming' into contact with
an explosive mixture. U nfortunately , however, it o-ave out the
least efficient lipht of the three, and tor this reason its use has
g-radually become less and less o-eneral. The proi)erty possessed
by the lamp of ceasinj? to ])urn in p-as, althouo;h very pc'"*! when
the lamp is in the hands of an ordinary workman, is nevertheless
very inconvenient for officials. This extreme sensitivene.ss and
its poor lig-htinor qualities no doubt caused it to sink into com-
parative disuse even before it was tabooed by Parliament.

The iJary Lamp. — From 1815 down to l!)ll this lamp
undoubtedly occui)ied the premier position of usaoe over all other
.safety-lamps, and the writer thinks deservedly so. for of all oil-
burning- safety-lamps it was and is the most con\eni(Mit and
dependable. He has used the Davy lamj) for over fifty
years, and for the latter tiiirty years a tin-can Davy lamj), and
probably his experience has been as varied as it well could be,
for he has at times required a lam]) to be used under as tiymg con-
ditions as any to which safety-lami)s can well be i)ut in practice,

* Trans. N. E. luil., 18601861, vol. ix., page 20.

12 TRANSACTIONS — THE NOHTII OV ENGLAND INSTITUTE. [Vol. Ixvii.

iiud ill all circuni.siaiR'e.s aiid ai all times it has proved reliable.
With it ho has always fell iliat lie had all instrument or imple-
ment— he may l)e alh)\ved lo call it a Irnsted friend — tliat will
never w-ith fair treatment play him false. He considers the pro-
hibition of the u.se of the protected ])avy lamp a serious blunder.

It is a somewhat curious incident that it w^as at Monkwear-
mouth Colliery that the first authentic failure of the Davy
lamp was adjudged by a coroner's jury to have been the cause of
an explosion resulting in the death of a miner, the verdict being
as follows : —

" That the air inside of the lamp fired, and by a sudden jerking the flame
came through the gauze, fired the gas, and so caused the deceased's death."*

This decision caused considerable discussion at the time, and
a committee of the Institute was ai)pointed to investigate the
matter, but the writer has failed to find any report of its findings.

It is a remarkable fact in the history of safety-lamps that the
J)avy lamp, which for nearly 100 years has held the premier
position in the opinion of miners and mining engineers as being
the best practical lamp for dangerous and important work, should
be .suddenly prohibited, notwithstanding that probably most
mining engineers, if called upon to explore dangerous workings
where noxious gas might be met with, would, if permitted, prefer
a protected Davy lamp to any other oil-burning safety-lamp.

AVhile the glass lamp of the Clanny type undoubtedly gives
out a higher candle-power than either the Davy or the " Geordy,"
and has, when used by the ordinary workman, the excellent pro-
perty of becoming extinguished in an explcsive mixture, yet.
on the other hand, it pos.sesses certain inherent weaknes.ses which
renders it unsuitable for officials, such as, for example, the
following : —

(1) It too readily becomes extinguislied in the presence of
firedamp or blackdamp. Even when testing for firedamp the
examiner may easily lose his light if he finds the gas in greater
proportions or " quicker " than he anticipated.

(2) It is too readily extinguished by the slightest shock ; even
a false step is sufficient to extinguish the light.

(3) Having only a single glass between the flame and the out-
side atmosphere, its security is ended if the glass becomes broken.
It is therefore unsuitable when creeping through or over falls,
and in such l^ke dangerous positions.

(4) It is too heavy to carry for persons who travel all their
shift in low places, such as drivers, deputies, and officials, all of
whom are greatly inconvenienced by its weight and cumber-
someness.

The weakness of the unprotected Davy lamp was well known
and appreciated by the late Mr. Nicholas Wood, Mr. John Wales.

* Trans. X. E. In-il., 1860-1861, vol. ix., page 250.

1916-1917] TATE FURTHER NOTES ON SAFETY-LAMPS. 13

Mr. .lohn l);ig'li,sli, and ntlior miiiiiio" engineers long liefore the
Hetton experiments. 'I'lic Avriicr nMuenibers, when lie first weiit
as a boy into the pits, wliiih were at Ihat time under the direct
superintendence of Mr. Daglisli, that many of the Davy lamps
had their shields fastened down with solder, and in order to
avoid the necessit}* of raising the shield some of the lamps had
transparent shields made of either mica or horn, so as not to
obscure the light. The idea of protecting the lamp by means of a
transparent shield seems to have been first publicly mentioned
by one of the members of the Select Committee of the House of
Tjords appointed to " Inquire into the best Means of preventing
the Uccurrence of Dangerous Accidents in Coal Mines." AVhen
the witness (Sir H. T. De La Beche) was speaking of the possi-
bility of a current of firedamp causing the flame of the lamp to
be communicated to the outside atmosphere, he was asked :
" Might not that be obviated by something transparent being put
in front of it? "*

The vulnerability of the Davy lamp in its unprotected form
when exposed to currents of explosive mixture travelling at
high velocities was definitely demonstrated liy the committee
appointed by the Institute. The committee made a series of
experiments at the Iletton Coal Company's collieries during the
period 1857 to 1870, and the writer well remembers hearing the
expressions of consternation from the mining officials at the
failure of the trusted Davy lamp, and also the recovery of their
confidence when it was found that with the addition of the tin-can
case the Davy was found to be perfectlv safe for all practical
purposes. One experiment was quoted with great gusto, to the
effect that whereas without the shield the explosive current blew
through the gauze and exploded the outside explosive atmosjihere,
with the addition of the tin-can case an even higher current
failed to explode it. The current was increased until it forced
the lamp out of the box altogether ; it was still alight, and had not
exploded the surrounding atmosphere.

Testing for Gas. — In the olden days testing for gas with the
naked candle was, perhaps, one of the most delicate and nerve-
trying operations in the duties of a miner, and is described in
Profs. Hardwick and O'Shea's paper.

Various restrictions and prohibitions have from time to time
been placed on the continued use of the safety-lamp in gaseous
mixtures, and in the Coal Mines Act of 1911 it has been fixed that
where the atmosphere of a working-place contains for a period of
time more than 21 per cent, of firedamp, that place is deemed
unfit for working therein. This enactment has undoubtedly led
to an endeavour to have a more exact ascertainment of the definite

• 1849, page 20,

14 TRANSACTIONS — THE NORTH OF ENGLAND INSTITUTE. [Vol, Ixvii.

percentages of firedamp existing in our coal-mines; explanatory
diagrams have been issued by the Government illustrating the
appearance of gas on the flame of the oil-burning safety-lamp,
and these show that certain lengths of blue " cap " on the flame
are indicative that the atmosphere thus tested contains certain
l)er(^entages of firedamp.

In order to ascertain the actual percentages of firedamp, a
number of ingenious and scientific apparatus have been invented
and tried, but up to the present time none has come into general
use.

For many years the writer has been accustomed to make
frequent tests for firedamp, and when using a Davy lamp he can
do this with a certain amount of confidence that with ordinary

Fig. 1. — Improved Lamp-pricker in Position in Oil-vessel.

care the examination will generally be made without losing his
light ; but now that he has to use a glass lamp, whenever he has to
make a test he is always afraid of losing his light, and he often
has lost it.

This extreme sensitiveness and uncertainty in the behaviour
of the light when testing for gas has been increased in late years
by the adoption of flat wicks; previously round wicks were com-
monly used, and generally the ordinary pricker could effectively
cover the flame without the wick having to be drawn down unduly
so as to obscure the white flame. With the flat broad wick now
used, the ordinary pricker is of very little use for obscuring the
white flame when the examiner is testing for firedamp; if he
de&ires to obliterate the white flame, he is compelled to draw down

1916-1917.]

TATE FURTHER .VOTES ON SAI'ETY-LAMRS .

the wick to .sucli an extent tliat the flame is reduced to its
minimum size. In this condition the heat of the flame is reduced
and the slip-litest movement extinguishes the licht.

Fig. 2. — Another View of Improved Lamp-
pricker IN Position in Oil-vessel.

Fig. 3. — Complete Lamp fitted
WITH Improved Lamp-pricker.

It has repeatedly come to the writer's knowledge that ditter-
ences of opinion have arisen lietween responsible parties as to the
correct a.scertainment and recording- of the presence of small per-

cejitages of firedamp;
and although some
allowances have to be
made for the circum-
stances influencing the
parties, he is of the
opinion that the prin-
cipal cause of these
differences is the manner
of testing rather than
inability, inaccuracy, or
carelessness.

It is common know-
ledge that ordinarily
the operation of test-
ing for minute percentages of firedamp with a glass lamp is
fraught with some difficulty, for it is necessary when making an
accurate test to do so with a greatly reduced flame, so as not to
have any white flame visible, and in this condition the light is
very precarious and readily extinguished.

Fig. 4. — Improved
Lamp-pricker.

Fig. 5. — Old form of
Lamp-pbtcker.

16 TRANSACTIONS THE NORTTT OF ENGLAND INSTTTT^TE. [Vol. Ixvii.

'IMiis lial)iliiy naturally iiiflueiiees the examiner, and probably
encourages him to resort to the old-fashioned method of testing by
simply observing whether the flame of the lamp " swells " or
" pulls," and, if it does not do so, to accept the place as clean
and to certify it as free from gas, although the atmosphere of the
place may contain a gaseous mixture approaching 2^ per cent, of
firedamp. In such cases, if a more careful examination is made
afterwards, one need not be surprised at a difference in the
estimates.

Improved Pricher. — When making an examination for gas
with an ordinary safety-lamp, it is advisable, for convenience and
to safeguard the light, to retain the wick of the lamp as near to
its normal height as possible, but at the same time to have no
white light visible on the wick. This can only be done by ob-
scuring the flame, and for this purpose the writer has contrived
an alteration of the shape of the pricker or snuffer by making it
of sufficient length or width to cover the whole of the light and
thus effectually efface the white flame. In order to do this, it is
necessary that the arm of the pricker should be in alignment with
the top of the wick-tube, as shown in Figs. 1, 2, 3, and 4. Fig. 5
shows an ordinary pricker, and it will be seen that it does not
cover the wick, and therefore does not obliterate the white light.
To obliterate the white light with the old pricker, it is necessary
to lower the wick into the wick-tube much further than is re-
quired when using the' improved pricker.

The writer has had the improved pricker tried by his officials,
deputies, and shot-firers for over twelve months, and it has given
general satisfaction.

Mr. A. M. Hedley (Eston, Yorkshire) wrote that an article
appearing in an undated newspaper cutting found ar^jongst the
papers of the late Mr. Michael Henry Rankin, who practised as a
solicitor in Newcastle-upon-Tyne about the middle of last
century, made an amusingly adverse reference to the Davy lamp.
It was obvious that the author cherished feelings of keen animos-
ity towards Mr. John Buddie, the well-known mining engineer:
but although he expressed himself so forcibly, he did not show
clearly in what respect the Davy lamp was found to be at fault.
The cutting was as follows: —

"Wn,LrUL MURDEE.
" The Philosopher's remarks on the Wallsend Jury.

" In the first Place the Foreman of this senseless Jnry is a crony of
John Buddie the Murderer, Andrew Mill's worse for he has frequently been
seen in the carriage along with him; and secondly he has got the neighbouring
people around him that is afraid of him as this monster in human form is
like the King of the place, so they dare say nothing against him, for fear that
he may injure them^ and there is one man that I know is on the Jury, that is

1916-1917] DISCUSSION FURTHER NOTES OX SAFETY-I-AMPS . 17

the man that says Anieu after the Priest, that I know is bordering upon
Idiotisni, and I know all the rest are very little Ijetter, but let them do as they
will, I will prove it Willful Murder, when my lamps was proved completely
safe and a good light by the Willington Wastemen, and Mr. Johnson the
Viewer, Sir H. Davy's Lamps were proved not safe a few weeks after they
gave him the Reward, by several men in Scotland losing their lives by them.
And after that again at Wallsend, when the same Pit fired in 1818, and after
the 4 i^eople lo.st their lives, I saw a man come uj) the Pit and dam'd the
Lamps why do they call them safe lamps, I saw the Lamp fire in the lad's
hand, and she knocked her self out before she got to me, and the Lamp was
found without blemish, so that proved they fire at a certain degree of heat,
but that poor man was obliged to hold his peace for fear of his bread, as
John Buddie had passed a thing that was not safe, but that poor man is lost
now; so when my lamps was proved safe from the first, and forcing men to
work with Murder Lam])s and knowing it and proved that 18 years. So I
am robbed, the Men murdered willfully by this monster in human Form, and [
defy all the Juries in the world to prove it any thing else if they do
Justice."

"William Martin, X.P."

He (Mr. Hedley) might meutioii that in Messr.s. Hardwick
and O'Shea'.s paper reference had been made to William Martin's
lamp as having failed to gain the approval of the Sonth SliiekLs
Committee in 1843.

Mr. F. C. Lek (Asljington) wrote that the original pricker
.siipplied by Mr. Tate wa.s found to be too short to cover up all
the white light, and another was made with which the tests for
gas were performed. The pricker was put on to an official's
lamp and its position over tlie flame adjusted. Another lamp
with lowered wick was also employed alongside the first. The
test was performed in an Oldham gas-tester. When the lamps
were pat in position, gas and air were admitted in such pro-
portions as to make the percentage of gas about T. A small
explosion took place, and the lights both went out. After re-
lighting the lamps, 2 per cent, of gas was tried, and while over
tlie flame of the lowered wick a distinct " cap " was visible, there
was nothing to be seen over the flame with the pricker. The
same result was recorded with 2-^ per cent, of gas. At '■) per
cent., there was just a slight indication of the blue flame below
the pricker to gradually rise over the side of the pricker, but
still no " cap "' was shown. Wlien the " cap "' over the lowered
flame showed about ol pei- cent, (soon after the 4-per-cent. '' cap
Avas put on), tlie flame imdei- tlie pricker gave a sudden leap over
the top of the pricker and showed a '' cap " of over 2 inches.
The test was repeated several times, and each time it was found
that with tlie pricker over the flame it did not give any indication
below at least 3A pe^r cent, of gas. Over 3i and at 4 per cent,
it gave a " cap " of abnormal size (over 2 incdies). He
wondered whether there was a certain knack in the placing of
the pricker that he was not acquainted with, or whether the
pricker made at Ashington that caused the failure of the test

VOL. LXVII — I9I6 ipr

2 K

18 TUAXSACTIOXS TIIK XOIMH OF E.\(.LA\I) INSTrnTK. [Vol. Ixvii.

was at fault in not sliowing- a percentage of gas less than -i^ per
cent., as Mr. Tate had stated that the pricker had been tried
for over 12 months and liad been found to be satisfactory. Since
'2h per cent, of gas was considered " dangerous " for working
])urposes, how could the test be eft'ected as to make it show
that iierceutage or under?

The Presidext (Mr. Frank Coulson) said that it was interest-
ing to hear these references to the Davy lamp 100 years after the
invention, and to learn that some people had confidence in it at
the present time. He imagined that under existing conditions
in deep pits the Davy lamp would not be of much use. At the
time when it was invented the use of the naked light had reached
its limit, and it was absolutely necessary' to have something
resembling Davy's invention to render it safe for men to work in
coal-mines. It seemed to him there were three essential require-
ments in a safety-lamp, namely: (1) it should give a good light;
(2) it should become extinguished when introduced into an
explosive mixture; and (3) there should be no contrivance by
which the workmen could relight it in the workings. He would
like to ask Mr. Tate what would be the result if a Davy lamp be-
came unduly hot in the presence of a large amount of coal-dust,
and that dust settled on the gauze. He did not mean the tin-can
Davy, but even with that lamp the dust could get in. Would
there be any chance of the ignition of the dust or of any other
material that came into contact with the red-hot gauze? "Would
there not be a chance of a flame being produced which would
render the lamp dangerous? Or, supposing that a man was test-
ing for gas iu-bye, that the gas came very freely — more quickly
than he could get away from it — and burnt inside the gauze, and
the lamp became red hot : what would be the result? He remem-
bered that in his early days the Davy lamp was used to a very
great extent when shot-firing where there was gas present by
inserting a piece of wire through the gauze to make it red hot for
ligliting the shots. It was probably tlie only safety-lamp at that
time by which a shot could be lighted.

Prof. Hex'ry Lons (Armstrong College, Newcastle-upon-
Tyne) said that he had an impression that something similar to
Mr. Tate's pricker had been put before the Institute by Mr.
W. C. Blackett in the form of a contrivance for screening off the
white light of the safety-lamp. All of these inventions for
obscuring the white light and for using a light comparatively
large were liable to a danger which was not sufficiently ap-
preciated, and which was that the cap thus produced no longer
corresponded to the cap obtained with the flame turned down.
He admitted that the mistake, if any. was on the right side : it
wns apt to mnke the proportions of gas appear larger than it

11)16-1917] DISCUSSION FURTHER NOTES ON SAFETV-LAMPS . 19

otherwise would. The cap on a safety-lamp was, of course, caused
by the particles of methane burnino- above the flame, and the size
of the cap was aifected by the rate at which these particles
ig-nited within the range of the flame. Obviously, therefore, the
size of the caj) could be increased by either one of two factors —
either by the increase of the number of methane particles in the
air or by an increase of whatever it was that ignited the methane.
This was especially marked in the case of methane — it was pro-
bably true of all gases — on account of its slow rate of inflamma-
tion. So that if they worked with the flame turned down until it
showed no white light, they were working under different condi-
tions from those under which they would be working with the
flame not turned down so far as to obscure the white light.
Unless, therefore, one was very careful to set a new scale or stan-
dard under such conditions with an obscured white light, they
would have misreadings. This was a point to which he wished to
draw Mr. Tate's attention, and he would like to know whether he
(Mr. Tate) had worked out the problem from that point of view.

Mr. Mark Ford (Washington) said that Mr. Tate had
referred in his paper to the historical part of the subject. He
(Mr. Ford) thought that the different safety-lamps used in the
various collieries was accounted for by the likes and dislikes of
the controlling viewers. The principal lamp in use at Washington
Colliery in the year 1879 was the unprotected Clanny with
one gauze and a gauze-cap. It gave a good light. The boys used
unprotected Davy lamps except in a certain district where gas
was given off, and here the Davy lamp was used inside a tin-can,
although the hewers and others used the Clanny. The wastemen
used " Geordy " lamps until the 1887 Act came into force, when
the bonneted Davy was substituted. Mr. Tate seemed to regret
the disuse of these lamps, but he (Mr. Ford) thought nobody else
did — ^neither men, boys, nor ponies — and their passing was
viewed with great satisfaction.

Mr. M. W. Parrington (Wearmouth Colliery) said that they
must not lose sight of the fact that the same old principle that
was adopted by Davy was still in force in every oil-burning
lamp. The provision of the bonnet of the lamp had been
necessitated by the huge increase in the air-currents. He per-
sonally would not like to use a Davy lamp in such currents of air
as they now had in their mines. Mr. Tate had referred to an
inquest at Wearmouth Colliery. When he (Mr. Parrington) went
to Wearmouth 44 years ago a very old report book came into his
hands in which the reports were entered phonetically in the broad
local dialect. One entry was: " Jack Johnson got hisself brunt
in the stow bord." That might be the same accident to which
Mr. Tate referred, but he wished to point out that if such an

20 IRAXSAITIONS TIIK XOK'I'II OK K.\( .I.A \I) 1 NS'I'l'lirK . | Vol. Ixvii.

accident occurred now, the explosion would not be confined to
the limited area of the stow bord ; therefore, where it was safe to
use a Davy lamp in the old days, with practically no current of
air it mig-ht be very unsafe to use it now.

Mr. C. C. Leach (Seghill) remarked that even if anybody
was burnt in the stow bord, it was not necessary that this would
cause a general explosion if the pit was stone-dusted. He thought
that all the old explosions were carried on by dust and not by
gas.

Mr. Parrington agreed, and said that they now had currents
of aij- loaded with dust, and that every set of tubs caused a cloud
of dust.

Mr. Leach said that when this question first came up the
dust at a colliery with which he was connected was analysed
at the worst places they could get for evidence in view of the
forthcoming legislation. Some years afterwards the same places
were again analysed, and the excess of coal-dust was (within 1 or
2 per cent.) found to be exactly the same, but it was now mixed
with stone-dust, being automatically stone-dusted by the horses
and men going in and out.

Mr. Simon Tate (East Hetton), in reply, said that there was
no doubt that the Clanny lamp for the ordinary workman pro-
vided a much better light than the Davy. That fact he did not
dispute; indeed, he considered it a better light for all ordinary
purposes. Under certain conditions, liowever, he thought that
every official who travelled a place with a tin-can Davy had a
very useful lamp, which should not have been prohibited. If
they wanted a better light, they would use the ordinary Clanny
lamp. No one would travel pits such as Mr. Eord's without
now and again coming across gas unexpectedly, and if he were
using a Clanny lamp he would lose his light, but with the tin-
can Davy there would be no fear of that.

With regard to the gauze becoming red hot, nothing would
take place unless it became extremely hot and there was a strong
current of air; but he thought that no one would stop in the
place until it was as hot as that, but would get out and pull
his light down. It had been repeatedly proved that lamps had
been used without accident when the gauze was red hot. but none
of them would care to run that risk now.

Prof. Louis had mentioned Mr. Blackett's invention, but that
device did not interfere with the light but obscured it: it was a
sort of screen put in front of the light, and was not in contact
with it.

Prof. Henry Louis said that his remarks had been based on a
misunderstanding of Mr. Tate's improved pricker.

1916-1917.] DISCUSSION FUimiEll NOTES ON SAFETY-LAMPS.

Mr. Tatk said that the (|iu'stiou of testing for gas liad been
brought before liim very prominently during the last two or
three years. He had experienced innuinera1)le instances in which
■deputies had gone into jjjaces and passed them as free from gas,
wliile the Inspectors had followed and discovered up to 2h per
cent. No deputy could examine for gas with convenience and
■comfort if lie could not obscure his light. If he examined with
60 small a light as that which he (Mv. Tate) had shown in the
experiment, it would go out; he would not get liis flat examined,
and the men would not get into their places. They must put into
tlie hands of the deputies an instrument with which they could
examine with safety. They all knew that there were many
instances where the Inspectors asserted there was gas while the
deputies reported there was none, and they as managers had to
face that difference of opinion. What was the reason? Because
the deputy was not able to examine the places properly, and if
his (Mr. Tate's) device would make it comfortable and convenient
for the men to test for gas without losing their lights, he would
be very pleased indeed. He invited managers and agents to ex-
periment with it. It was not a patent, and he did not intend to
patent it. Dr. Clanny and Sir Humphry Davy did not patent
their lamps, as a safety-lamp was an appliance for the safety
of the workmen. He hoped that they would try the pricker on
iheir lamps before the date of the next meeting and let the
members know what they had accomplished with it.

3 E

22 TKAXS.UriONS TllK .NOUTIL OF K.\(;LAXJ) IXSTlTrTK. [Vol. Ixvii.

THE NORTH OF ENGLAND INSTITUTE OE MINING AND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Hkt.d in the Wood Memorial Hall, Newcastle-upon-Tvne,

Ai'RiL 14th, 1917.

Prof. HENRY LOUIS, M.A. , Vice-President, in the Chair.

DISCUSSION OF MR. F. F. MAIRET'S PAPER ON " THE
ECONOMICAL PRODUCTION AND UTILIZATION OF
POWER AT COLLIERIES."*

Mr. Maek Hallid.a.y (Durham) said that the paper contained
.some very interesting figures on power costs and many valuable
suggestions for effecting economies in power production and
utilization ; the ground covered was extensive, and therefore
afforded mucli scope for comment. On reading the paper and the
discussion he was surj^rised to find such a variety of opinion re-
garding the cheapest method of producing energy. It appeared
to him that tlie reason for this was the absence of an agreed unit
or units as a basis of comparison.

Costs of generating power on the basis of the output of the
mine and also on the basis of the kilowatt-hour or horsepower-
hour had been referred to, and although those figures were ex-
tremely useful and necessary, each one in itself was insufficient to
indicate the working conditions of the power plant. It occurred
to him that if the number of kilowatt-hours per ton of mineral
raised, and also the cost per ton raised, were ascertained in each
case, a valuable standard of comparison would be obtained. From
tliese figures the cost of producing power per kilowatt-hour could
be derived.

Another figure which it was desirable to obtain was the cost of
power per kilowatt-year on the maximum demand over any half-
hour, which in conjunction with the previous figure would give
an indication of the load-factor, the importance of which could
not be overestimated. The reason for tliis combination of figures
was obvious when one considered the variety of conditions pre-
vailing at collieries.

He was aware that serious objections might be raised to re-
gistering power on these lines. It was an easy matter to obtain

* Travs. Imt. M. E., 1916-1917, vol. lii., pages 71, 127, and 239 ; and voL
liii. , page 58.

1916-1917.] DISCUSSION PKODrCTIOX AND ITI l.I /.ATION OK I'OW KK. 23

fuel consumption and labour costs, but units of power could not
be so readily measured. \i a colliery worked exclusively by
electrical cner<>y obtained from a supply company, the power
cousum])tion was easily recorded on an integ'rating' kilowatt-liour
meter, and therefore presented no difficulty. To obtain the re-
-ult at a steani-driven colliery presented a rather more difficult
Itroblem, and reqiiired a fairly considerable amount of time and
skilled labour. It could, however, be arrived at fairly accurately
by the use of the continuous indicator for winding- and haulao'c-
eno-iues and ordinary indicator-diag'iams for engines on steady
loads. \ complete record of the Avork done during a wind, or by
an engine bringing out a set, could be indicated on the continu-
ous diagram, and the results rapidly calculated by measuring the
areas of the diagrams with a planimeter. The whole of the work
done could be thus recorded over a given period, and a fairly
average set of conditions obtained, ■which would serve as a useful
basis for comparison.

He would advocate the adoption of recording apparatus on
any power plant wherever possible if the engineer wished to
obtain the best results. All feed-water should be measured by
such instruments as the Lea recorder, which would give a check
on the evaporative capacity of the boilers. It might safely be
said that most of the progress that had already been made wavS
due to the adoption of measuring instrunients, which invariably
exposed defects and waste. Further, in allocating the costs of
utilizing power, it would be better for the sake of comparison for
such costs as winding to calculate on the basis of a ton raised
1,000 feet, and not simply on the depth of the mine where the
tests might liappeii to be carried out. A com^enient basis for
haulage costs was the ton-mile.

With regard to the production of energy, undoubtedly the
central electrical power station linked up with waste-heat stations
was by far the most economical means of production. One might
also safely say of its utilization that a colliery operated solely by
electrical power would consume less units per ton of coal than by
any other method. As to whether it was cheaper for the colliery-
owners depended upon the terms of supply — one fact in favour of
central stations, which should not be overlooked in these days,
was national economy-.

One type of steam-engine recently introduced into this coun-
try had not been referred to in the paper, namely, the " uniflow "
or " central exhaust '' engine. AVhere suitable terms could not
be obtained from a power-supply company for a colliery requiring
up to about 1,000 horsepower, the " uniflow " engine was un-
rivalled for economical steam consumption and capital costs. For
comparatively small units it had the advantage over the turbine,
inasmuch as it was as economical at full load and moie economical

24 TUA.NS.U'TIOXS TlIK XOinil OK i:.\( .LAX I) 1 NSTITI IK. |Vol.lxvii.

at lower loads. Willi .steam supi'ilioated to (J()()° Falir., and an
initial pressure of 150 pounds per square inch at tlie stop-valve,
an almost constant steam consumption of 10 to 11 pounds per
indicated-horsepoMer-hour had been obtained for loads varying
between 50 and 100 per cent, of full load. At a recent test on one
of these engines at a colliery with which he (Mr. Halliday) was
connected, the results over a period of 8^ hours' tests carried out
by the British Boiler & Electrical Insurance Company for
Messrs. Cole, Marchant, & Morley, Limited, the engine-builders,
indicated a consumption of 1449 ponnds of boiler-feed per indi-
cated-horsepower-hour, with steam at 017 pounds per square
inch, a total temperature of 401° Tahr., a vacuum of 2T'3 inches,
and the barometer at 298 inches. The steam conditions were
not favourable for the test. The average load was 440 indicated
horsepower. The steam was supplied from a Lancashire boiler
measuring 30 feet long by 8 feet in diameter, and in order to pre-
vent steam from blowing oft during the test the furnace doors had
to remain open a considerable time, thus admitting cold air,
which reduced the temperature of the gases ; hence the steam left
the superheaters at a temperature below that obtained under
normal conditions when other engines were also drawing steam
from the boiler. If this figure were corrected for temperature, it
would be found that the consumption with steam at 575° Fahr.
(which was the averag'e working condition) was 12'34 pounds per
indicated-horsepower-hour, a figure which compared favourably
with turbines of power below 1,000 horsepower working under
similar steam conditions.

Mr. AV. C. Blackett (Durham) thought that they were
bound to agree with what Mr. Halliday had said. He (Mr.
Blackett) had had an opportunity of seeing lately how favourably
the northern coalfields came out as compared with some other
coalfields in the United Kingdom. The northern coalfield was
not the easiest worked coalfield, and therefore it might be on the
whole that better consideration had been given by the managers
to the matter of steam consum])tion. He did not wish by any
means to make the members flatter themselves that the northern
coalfield had much to boast of as regards the care of steam con-
sumption, because there were a good many appalling examples in
which steam and heat were wasted. His personal opinion was
tliat the largest source of waste was condensation and escapes of
all kinds. The " uniflow " engine could not be too highly spoken
of, but refinements of that kind sliould only be introduced at
collieries after every other simpler known method of avoidance
of the waste of steam, and wet steam particularh*, had been
exhausted.

191G-1[>17.J niSCr.SSIOX further notes ox S.VFETV-T.AMrS.

DISCUSSION OF Mli. SIMON TATE'S " FURTHEE NOTES
ON THE SAFETY-LAMP."*

Pioi. F. \V. IFvRDwicK (Loiulou) wrote that lie was much
interested in ^Ir. Simon Tate's paper, and quite agreed with
tlie author that much more miglit and ouftht to be written on
the subject of the history of tlie safety-lamp than had liitherto
appeared.

The paper written by Prof. O'Sliea and himself Avas intended
to arouse interest in the subject, and to evoke from members
information either supplementinjor, amplifying-, or correcting-
that g-iven in their " Notes on the History of the Safety-lamp. "t
If tliis result were attained, the Institution would possess a com-
plete and accurate record of the invention and development of a
contrivance which undoubtedly had conduced to the safe working
of collieries, and had contributed largely to the growth of Great
Britain's industries and commerce.

Tlie writer was inclined to think that Mr. John Buddie's im-
provements in ventilation commenced before 1815, for in his
letter of 1813 to tlie Society in Sunderland for Preventing
Accidents in Coal Mines Mr. Buddie described an improved
method of his for circulating the air-currents, while Mr. R. L.
Galloway:; mentioned an improvement effected by Mr. Buddie at
Wallsend " G " Pit in 1810 by dividing the air-current. In
his evidence before the Select Committee on Accidents in Mines,
1835, § Mr. Buddie appeared to indicate the year 1807 as that
in which he commenced his new system, but he stated "'it was
some time before I got it fully into practice, because it was
not in accordance with the views of many of tlie old and experi-
enced pitmen."

Doubtless a great objection to Dr. Clanny's '' Blast '' lamp
was the fact that it was cumbersome, and required a boy to work
the bellows, but this objection did not apply to the " Steam "
lamp, nor to the " Gas-liglit " lamp. Dr. Clanny himself ap-
peared to have had no doubt as to the safety of his lamps, for
in 1844'! he wrote that the six safety-lamps which he had given
to the public in a period of thirty years had been in all respects
perfectly safe.

Probably the three earlier Clanny lamps suffered from com-
parison with the Davy and Stephenson lamps, which were in-

*Tn!)is. Inst. M.E., 1916-1917, vol. liii., page 60.
flhid., 1915-1916, vol. li., page 548.

tAnnalx of Coal Mining and the Coal Trade, by Robert L. Galloway, fir.st
series, page 416.

§ Loc. cit.. Question Xo. 2,002, page 135.

II Priority of the Invention of the Safety Lamp, by W. Eeid Clauny, M.D.,
1844, Gateshead Observer Office, page 6; Mining- Journal, 1844, vol. xiv., page
22.

20 TKANSACTIOXS TIIK XOiri'll OK K.\(.LA .\ J) INSTH LTK. [Vol. Ixvii.

vented about the .simie time; it was possible also that the g'lass
iu the Clanny kuni)s was an objection, since for many years
glass unprotected by gauze Avas viewed with suspicion.

The writer would like to draw attention to the followinisr
extract from a letter written by Mr. J. Murray to the Mininfj
Jounuil in 1844,* wliich might lie of some interest: —

" In au old (folio or quarto) work — the Acts of the Leyden Savauts, or of
Leipsic — the precise title of which I do not now remember, will be found ;i
lantern of wire gauze, referred to as a safety from ignition by gunpowder;
also au article on the application of the bellows to blow air under or through
water into a lantern. I advert to the facts niemoriter — I only recollect that,
on readiug them at the time, they forcibly struck me as being remarkable,
in reference to Sir H. Davy's wire gauze and Dr. Clanny's bellows lani],) —
but twenty-eight years have rolled away since. I was assured that the work
iu question was put into the liands of Davy in 1816, in one of the libraries
of Newcastle-on-Tyne."

The writer had endeavoured to trace the reference given by
Mr. Murray, but so far without success.

The writer was much interested in Mr. Tate's remarks
about the Clanny lamp ; he noticed that Mr. Tate considered
that the lamp might have been invented as early as 1837, but
the earliest date which he (the writer) had found attributed to
the lamp was 1839. The writer was inclined, however, to think
on the evidence given in Prof. O'Sbea's and his paper, t that
the lamp was not actually in existence before 1840. Dr. Clanny
himself did not speak of experiments with it before 1841, and
only seven of these lamps were made by Mr. T. Mills in 1843;
whilst Mr. M. Dunn:;: stated that Dr. Clanny's " Glass " lamp
was coeval in invention with the Mueseler lamp. The writer
w^as inclined to wonder whether wlien statements were made
that the Clanny lamp was invented almost exactly one year
before the Mueseler the reference was not really to the
"Improved" lamp,§ which was brought before the South
Shields Committee by Dr. Clanny on August ITtli, 1839, whereas
the Mueseler lamp was first tested by the Belgian Commission oJi
August 18th, 1840. Dr. Clanny's " Improved " lamp was a
kind of shielded Davy, and derived its air from above the shield.
It was this lamp which was so highly recomnjended by the South
Shields Committee, and it was on account of this lamp that the
Committee claimed priority for Dr. Clanny over M. Mueseler in
t;he application of the principle of air-feed from above the flame.
It would be interesting to know wdiether any example or drawing
of the lamp was still in existence, as tlie lamp was certainly
remarkable ; a detailed account of it was given in the report of
llie South Shields Committee, from which tlie description in

*Vol. xiv., i^age 13.

t Trans. Inst. M.E., 1915-1916, vol. li., page 607.

X'i Treatise on the Winning and Working of Collieries, 1852, by Matthias
Dunn, page 160; quoted in Trans. Inst. M.E., 1915-1916, vol. li., page 606.

§ Trans. Inst. M.E., 1915-1916, vol. li., page 604.

1916-1917.] DISCUSSION FUETIIEll NOTES ON SAFKTY-LAMI'S. 2<

" Notes on the History of tlie Safety-lamp "* had been abridged.
It mig'lit be 8ugo;ested that tl)e " Glass " htmp inig^ht have been
invented before the '" Improved " lamp, but tl)e evidence of Mr.
M. Dunn, already quoted, and tliat of Mr. ^latlier nej^'atived
this.t

The point Avas of no i)articiilar importance, except that it
appeared to l)e the foundation of the idea that tlie Muescler lamj)
was a modification of, or Avas derived from, tlie Clanny *' Glass ''
lamp. The writer had endeavoured to find some account of
Miieseler's experiments, but had failed t() do so: witliimt sucli
information it was impossible to say definitely on what lines
Mueseler worked in his invention, or that he had any knowledge
of Dr. Clanny's " Improved " or '' Glass '' lamps. There Avere
two features common to the Clauny " (jlass '"' lamp and the
Mueseler, namely, the lower part of the gauze cylinder was
replaced by a cylinder of glass, and air entered the lamp through
the gauze cylinder above the glass, and, consequently, above the
flame. It Avas questionable whether the first feature was really
a novelty. Sir Humphry ])aA-y, Avriting in 1818, stated- —

" I have ofteu made lamps iu which surfaces of glass were used for traus-

uiittiug light without a guard of wire gauze they are highly dangeroiis,

and ought never to l>e used."+

He also mentioned a lami) at Tapatouts in Flanders '' of
wdiich the base of the cylinder was of glass." As had been stated
already, tlie principle of oA^er air-feed appeared to have been
first applied by Dr. Clanny, but the Belgian Commission did not
appear to haA'e been aware of this, nor had the Avriter discovered
any eAndence to shoAv that Mueseler was aAvare of it either.

Apparently the Clanny " Glass " lamp was in favour at
MonlvAvearmouth as early as 1846, for when in that year the
lamp was submitted to the Committee of Chemistry of the Eoyal
Society of Arts, Mr. AV. G. Ellerby, the chief viewer, and Mr.
George "Wilkinson, the under-Aaewer, gaA'e a faA'Ourable account
of it.

The Avriter must ask Mr. Tate to excuse this sonieA\hat lengthy
•contribution to the discussion on his paper, but the su1)ject Avas
f)ne in which he took great interest. He hoped that no in-,
accuracies had crept into his remarks, but he Avas dependent
entirely on his notes, as he was at present too muck occupied to
be able to A^erify his references by comparison with the original
authorities.

Mr. E. A. Hailavooi:) (Leeds) Avrote that his patent specifica-
tioii (So. 2, -375 of 1000. which was still in existence) for a com-

* Trans. Inst. M.E., 1915-1916, vol. li., page 604.

t Ibid., page 607.

XOn the Safetij Ldinp for Coal Mines, 1818, page 142; quoted in Trans.
Inst. M.E., 1915-1916, vol. li., page 605.

28 •juAXSAiTioNs rill'; xoitTii of K.NC.LAM) INSTITITK. [Vol. Ixvii.

biiietl pricker-wiiT, snuffer, and li<i'litino--pin, described a number
of arrau<,''euieiits Avliicli lie considered covered the form of Mr.
Tate's pricker, and could be used for the same purpose. Other
specifications of the writer's, notably No. 15,097 of 1906 and No.
18,415 of 1910, also showed modified forms of a combined pricker-
wire and snuffer; and as Mr. Tate appeared to indicate that his
tests had only been carried out durino- the last twelve months, it
would follow that his (Mr. TIailwood's) specifications were prior
to Mr. Tate's.

With refi-ard to Mr. Tate's assertion that he would not patent
liis idea, tberehy apparently sug-gestino- that other inventors
should follov/ suit in respect to miners' safety-lamps, might he
(Mr. Hailwood) suggest that coal was an equally necessary com-
modity for both poor people and manufacturers, and he would
respectfully ask Mr. Tate whether he sold his coal at or below cost
price, or worked without remuneration!-' If not, could he reason-
ably expect inventors of safety-lamp parts to work for nothing.

He (Mr. Hailwood) had so far applied and paid for about a
hundred patent applications for miners' safety-lamps, machines,
appliances, and munitions of war. A number of them, after
he had spent endless time and expense upon them, had proved
useless. With regard to the others that had proved valuable, his
experience was that competitors who w^ould not spend either their
time or their money in inventing were ready to " sail as near the
wind " as they possibly dared in an attempt to steal the fruits
of the labour and money expended on the inventions of others.

Many mining engineers had been guilty in the past of buying
cheap safety-lamps and other articles, instead of offering adequate
remuneration and encouragement to inventors by paying the
higher price necessary to enable the inventor to carry out his
work. Many inventions were abandoned and the inventors dis-
couraged because of the absence of such practical sympathy.

Mr. -T. II. li. Wilson (H.M. Divisional Inspector of Mines,.
Newcastle-u])()n-Tyne) said that Mr. Tate in his reply to the
remarks made at the lust meeting mentioned the fact that
Iiispectors of Mines when visiting i)its sometimes detected gas in
tlie working-places and failed to discover it in the report-books.
It Avas unfortunate that this should occur. He had a strong
suspicioTi that this was really the text of the whole of the paper,
and it might with ec|ual fitness have appeared in the prologue
as 111 the el)ilogue.

The Inspectors were trained in the work of gas-testing, and
were naturally very expert at it. When samples were taken and
analysed, the estimates w^ere found to be wonderfully accurate.
Deputies should be equally expert. He recognized the difficul-
ties, however, and understood that deputies did not find the
smaller percentages because they were afraid of losing their light.

1916-1917.] DISCUSSION FUKTUKK XOTKS OX SAKETY-LAMl'S . 2&

If Mr. I'ate's contrivance helped to overcome that difficulty, he
considered that Mr. Tate liad done a good day's work for the coal-
mining" industry.

He would not touch upon the reference to the Davy lamp,
except to say that it was not a " prescribed " lamp, but was
on the contrary distinctly a " proscribed " lamp, whether dis-
guised in a tin or an}^ other form of can.

Perhaps Mr. Tate would not mind if he mentioned the way in
which he congratulated Profs. Hardwick and O'Shea upon their
paper. To say that it was a compilation of dates and particulars
might suggest an invidious comparison, which Mr. Tate would be
the last to make. It would have been as easy to say that the
paper was the most comprehensive and the most complete history
of tlie safety-lamp that had ever been written, and he believed
that for many years to come it would be the standard reference
on the subject.

Through Mr. Tate's kindness he had tried tlie pricker in
various percentages of firedamp, and had found tliat it quite
answered the purpose for which it was devised.

Mr. W. C. Blackett (Durham) was afraid that a numlier of
these little contrivances reminded him of midges tliat flew for a
few sunny hours and then vanished for ever. A few years ago he
(Mr. Blackett) flattered himself that he had brought out a con-
trivance for deputies and others who were not so skilled as mining
specialists in finding gas. It came up for a few hours before
the Institute, was approved of in a more or less kind-hearted way,
and then vanished. His device took advantage of the fact that
the hotter the flame was the bigger would be the cap, so that
if the flame were not turned down too far there was a bigger cap ;
but unfortunately by looking at the bare luminous bigger flame
the eye was blinded to the cap. He had adopted, therefore, the
simple expedient of mounting on tlie side of the lamp or pricker
a finger-shaped shield, which was placed in front of the flame,
and thereby rendered visible a cap very much larger than could be
got in the same lamp if the flame were reduced to a greater extent.
It would not have cost twopence to make, but it had gone the way
of other things, the way he expected Mr. Tate's pricker would
go. Mr. Tate's pricker had this disadvantage : it cooled down
the flame, and in cooling down the flame theoretically it should
show a smaller cap. As a matter of comparison between the flame
that was not cooled down and one that was, he ventured once
more to put his little appliance in competition with Mr. Tate's.

Mr. F. P. Mills (jS"ewcastle-upon-Tyne) said that he had
witnessed a few weeks ago the behaviour of a safety-lamp with a
pricker adjusted exactly as described by Mr. Tate. An Oldham
gas-testing apparatus was used, and very careful adjustments

30 rUAXSAt'llOXS TIIK NOinil Ol' K.\(;LAM) INS'IITITK. [Vol. Ixvii.

Mere made to ensure lliat. nearly accurate i)erceutiio-e.s of firedamp
were present.

It was very important that the shape of the pricker should be
correct so as to ensure tlie elimination of wliite light. Some time
a«^o Mr. Georg-e H. Winstanley had read a paper before the
Manchester Geological and Mining Society, in which he showed
tliat the less wliite light tliere was present the more easily
Dbservable was the flame of firedamp.*

The large number of safety-lamps in use would require
l)rickers made to suit the different shaped burners. The oil used
was anotiier important factor; oils which contained spirit, sucli
as colzaline, in the mixture would o-iye a " fuel- "cap, which
must be carefully watched for.

Two lamps were hung in the gas-testing apparatus, one with
a pricker and one without, and both were adjusted to eliminate
white light; in 2 per cent, of gas a cap was noted on both
lamps. He ought to mention that the cap on the flame with the
pricker was more easily seen, because the testing-flame, being
larger and without any white light, gave a bigger burning
surface ; more molecules of firedamp were burnt, and this resulted
in a slightly larger and more easily obsers^able cap. Other per-
centages— 3 and 4 — were tried with equally good results.

Before the Yorkshire Branch of the National Association of
■Colliery Managers, Mr. F. K. Cartwright had illustrated very
Avell that the bigger the burning area of flame the bigger was the
cap for the same percentage present. He had pointed out that
the height of caps given in all cases bore a definite relation to
the width of the base of the testing-flame.

He (Mr. Mills) thought that Mr. Tate's device had a
good point insomuch as it provided a larger non-luminous
testing-flame. He also thought that, to enable a person using
this pricker arrangement to make an accurate estimation of per-
centages of firedamp in the mine, samples of the air examined
should also be analysed and the results compared.

The Chairman (Prof. Henry Louis) asked whether Mr.
Tate's attention had been called to a device which was brought
before the Mining Institute of Scotland by Mr. Henry Briggs.t
It was a round loop put into the flame, in the same way as the
straight piece in Mr. Tate's pricker. There was an acute dis-
cussion upon it, some members being very much in favour of it,
while others deemed it of no use.

Mr. Simon Tate (Trimdon), replying to the discussion, said
that they could not test for gas safely with the present ordinary

*See Trans. Inst. M. E., 1909-1910, vol. xxxviii., page 235.
t Ibid., 1911-1912, vol. xliii., page 64.

1916-1917] DISCUSSION— FURTIIEI? XOTES ON SAFETY-LAMPS. 31

oil-lamp; the wi\-k had to bo ])ulli'(l down so low that the slio-lit-
est shock, and even the g'as, put it out. The person testino- then
found himself in the dark, Avhereas if they could get a cap with fi
good light in the lamp they would he able to test without the
danger of losing iheir liglils. It was a very serious matter for
the deputy- if in going round examining the places before the
shift he lost his light, and if they could obviate this Ihey had
achieved something. He thoiight that if Mr. Blackett would
try the pricker, he would find it ver}' advantageous. They
wanted something as simple as possible to ])lace in the hands of
the men, and not an intricate instrument. When the Inspectors
of Mines went round they had half a dozen officials with them,
each with a lamp, and he (Mr. Tate) had seen every one in the
dark but the Inspector himself, as lamp after lamp was handed to
him to test for gas. When the ordinary deputy went round, he
was alone, and if he lost his light and was delayed, he would
probably find that the men who had been waiting for him coming
out had gone out-b3'e. They wanted something- that was
practical, and he hoped that some of the members would have
tested the device in the pit under ordinaiy conditions, as the
experiments that had been made had been carried out onlj- in
testinc-ma chines.

32 TKAXSACTIONS TlIK NOIMII OF K.\(iLANJ) INSTITITK. [Vol. Ixvii.

SOME PRACTICAL NOTES ON THE ECONOMICAL USE
OE TIMBER IN COAL-MINES.

By F. C. lee, M.A. (Chin.), B.Sc.

Introduction.- — -The relative values of labour and material,
despite the increased cost of the former, have changed to a great
extent during- the last two years, with the result that wliat might
in pre-war days have been regarded as waste from labour con-
siderations must now be viewed from the standpoint of material.
The basis for tliis statement is tliat mining labour, being exempt
from military obligations, is more or less a constant factor, and
is there for the demand ; while material, being a constantly vary-
ing factor, offers onlj^ a limited available supply, owing to its
inore stringent need in other clianuels by the nation. With the
recent restrictions imposed on imports, the urgency for the pre-
vention of wastage of material has become daily more acute, and
a national obligation. Timber is one of the materials in the list
of restricted imports.

Although in normal times the employment of timber in mines
has been regarded as indispensable, there has been always an
abundant supply in the market at comparatively moderate prices,
so that its real significance and importance was not fully real-
ized or taken much notice of. Indeed, owing largely to Section
52 of the Coal Mines Act of 1911, which imposes so many condi-
tions as to the drawing of timber, in many longwall workings the
timber was practically all abandoned in the goaf. The reason
was not far to seek. In order to comply with this section of the
Act, if only one drawer was sent to the district, he would have
to be accompanied by a qualified skilled workman, or, in order
to save labour, be a qualified skilled workman himself. Since
the services of a skilled workman could be more profitably
employed as a coal-getter than as a drawer of inferior classes of
timber, it follows tliat the amount of the timber extracted by
him would have to be very large before it could counterbalance
the profit which might have been made if his services had been
otherwise used. Thus preference was given to labour at the cost
of material— -which is timber in this case. As the price of timber
is ever on the increase, the demand for its extremely
careful use is quite apparent. Furthermore, as the price
varies iuA-ersely as the quantity, the increase in price there-
fore indicates the decrease in quantity. This being so, so long
as there is timber to be procured the mining industry can still be

191G-1917.] LEE — ECONOMICAL USE 01- TIMJiER IN MIXES. 33

kept goiiiu-, and the additional cost at tlie wonst only results in
the increased cost of ]>i'()diutioii ; but wlieu the limit is reached,
or the price becouies piohibitive, it may even cause the temporary
closing of many of the pits, a condition wliicli will liave serious
consequences to the other branches of industry of great national
importance. At a time like this every means must therefore be
employed to prevent the excessive consumption and unnecessary
wastage of timber. No detail ought to be overlooked, no matter
how insignificant the result might have seemed to be in other
circumstances, and it is only by isuch means that it may be hoped
to reduce the wastage to a minimum and thereby render a valu-
able service to the nation in war-time.

Longicall Face Timber. — On account of the lapid advance of
the face, which invariably means a good roof or fairly so, the
class of timber employed in longwall working is correspondingly
inferior in quality, and, as previously stated, its extraction was
not looked upon as profitable. The conditions at present, how-
ever, are different, and special efforts ought to be made to have it
all drawn. Apart from the economy in timber directly resulting
therefrom, this step, under certain conditions, gives other
important advantages, as the following example will show : —

In a district in a seam with which the writer is acquainted the
main rolleyway is driven on the level, so that on its right the
workings are to the dip, and on its left the workings are
to the rise. On the rise side two districts out-bye are worked by
advancing conveyors, and the one in-bye is worked by longwall.
On the dip side there are two districts, one of which has only just
been opened out, and the other has been worked for about 12
months. The depth of the seam is 480 feet, and its thickness is
on an averag-e about 3} feet on this side, the dip being about 1 in
24. The system of working is longwall, and the roof, although
friable, is good. At the very commencement the manager
decided to have a drawer sent in and to have all the goaf props
drawn after the pack was put in. This was not done entirely
from the point of view of conservation of timber, but from the
belief that by thus evacuating the space behind the roof pressure
would then be drawn away from the face and thrown into the
goaf, thereby giving the roof a better chance to settle, with a
better condition of affairs in the gateways. Top canches of 3^
feet were taken off. to make the total height in the mothergate
C)h feet, and 2| feet to make the gateways 6 feet. The stonemen
were instructed to fire only one shot, and that in the middle, so
that the shape of the roof would be as near that of an arch as
possible. Upright props in the mothergate and gateways were
avoided, and bars 5 inches in diameter and usually 6 feet long,
locally known as " aerial timber," were holed into the sides.

34 TRAXSACTIONS llll': NolMll OK i;\( .LA N I) I XS'I rn'ji; . [Vol. Ixvii.

Tlie roof is of the material known as " biuc metal " or "blue,"'
which forms a break at every cut alon^^ the face (which is cut by
a chain cutter to a depth of 5 feet per cut), so that the roof pre-
sents a peculiar spectacle of a series of breaks 5 feet apart across
the gateways. The floor is very good, but not so dry as on the
rise side.

The result ol)tained has perfectly justified the expectation of
the officials. All the gateways and cross-headings stand so well
that very little timber is required; in fact, no timber of any kind
is to be seen in some gateways; and the\- all stand like arched
tunnels without any artificial supports.

The causes towards effecting such an ideal state of affairs may
be many in number, but the most important are the following : —

(1) The props in the goaf being drawn, thus allowing the
roof to settle quickly.

(2) The seam being comparatively thin and the descent of the
roof short.

(3) The workings being to the dip.

(4) Owing to the roof being good, each break interlocks the
other.

(5) The gateways being in the nature of arches.

(6) The bar timber descending with the roof, unlike upright
props, which tend to disturb it on its descent.

Unfortunately there as no other district on the dip side that is
worked differently from the foregoing, and therefore it cannot be
stated definitely as to which of the above causes contributes most
towards the accomplishment of such an ideal result. In the
opinion of the officials, it is thought that the complete withdrawal
of the props in the goaf is responsible for more than half, if not
entirely the cause of it.

Tl^e success achieved in this district was so very encouraging
thai, it was thought possible to imitate it in the longwall workings
on the rise side, where no drawer had yet been sent and where the
gateways and cross-headings, particularly the latter, were very
dilapidated, and constantly subject to falls and their associated
troubles. By permission of the manager, tl-e author took charge
of this district and the experiment commenced.

The Ed'pevimciit. — The purpose of this experiment was to
ascertain — by systematically setting and drawing the face tim-
ber, and by using bar timber in the gateways — the amount of
timber that could be saved, as compared with the previous
amounts sent into that district periodically. One mothergate and
ten gateways were taken altogether, five to the right and five to
the left of the mothergate. H-girders measuring in section 4
feet by 3 inches by 3 inches were used as props on the right side,
and were set Avith head-trees and sole-pieces, as shown in Fig. 1,.

1916-1917.]

LEE ECONOMICAL USE OF TIMIiEU I.N MINES.

iClRDER PROP

aiid ordinary wooden props on the left. Tlie latter were used so
as to allow of a comparison being made between tlie cost of timber
props and metal girders used as props. Tlie deputy was in-
structed to keep an account of the total daily amount of timber
sent in by him, and he in turn instructed the lads who took the
timber into the different gateways to keep an account of each lot

of timber that they sent into each
gateway. The night-shift officials
were instructed to do the same.
The experiment was commenced
not very long ago. but owing to
circumstances contingent upon the
war the pit has frequently been
idle, and a satisfactory figure
therefore has not yet been
obtained. What figures there are
available at present are not
sufficiently reliable to form a basis
for a fair and accurate compari-
son ; nevertheless, they indicate
clearly that the quantity of timber used has been very mater-
ially and substantially reduced. The figures for timber drawn
also vary considerably from week to week. The following are
the average figures for five weeks converted into approximate
percentages : —

Fig. 1. — Showing how Girdek.s

ARE SET AS PrOPS.

Timber drawni.
Perfent.

Unbroken.
Per cent.

Broken.
Per cent.

100

The foregoing figures give an average over the whole of 45
per cent, of unbroken timber drawn. From other considerations,
such as the deputy's figures, this percentage is slightly too liigli.
If the total average were put at 35 to 40 per cent, for the un-
broken, and 60 to 65 per cent, for the broken, it would probably
be nearer the true figure. Tlie unbroken timbers are carried for-
ward for further use at the face, and the broken are sent out to
bank, where they are selected and cut by machinery into props
for thinner seams. The .shorter pieces are made into head-trees,
wedge-pieces, etc.

Tlie Advantage 'of Using Girders as Props. — So far, the
girders have proved to be excellent substitutes for props ; tliey
are very efficient and durable. Owing to the care taken in set-
ting them and the use of substantial sole-pieces and head-trees,
not one of these girders has been bent; but, owing to heavy falls
in the goaf, 5 per cent, of them have been lost. Tlie following is
a comparison of the relative costs between wooden props and

36 ri{ ANSACTIOXS 'JllK NOKIII <)1 KX(.L.\.M) 1 .\ SI ITirK. [Vol. Ixvii.

girder props for a certain period. It must be noted, Ijowever,
that tlie period over wliicli the 5-per-cent.-g'irder loss was taken
is twice as long as the period over which the cost of timber was
taken, so that the cnniparison is as favourable to the timber props
iis possible : — -

I'<.'r cent.
Cost of ])rop>* ... ... ... ... ... ... ... 54'38

Cost of planks and liead-trcas ... .. ... ... ... 16'76

Total 71-14

Value of broken props dia.vii (taken to be half of their

origiual value) ... ... ... 21'39

Net cost of timber ... ... ... ... ... ... 49'75

Cost of g'irder props throug-h loss ... ... ... ... lO'OO

Cost of head-trees ii.sed to prevent girders from bending ... 3'75

Cost of depreciation of girders (practically) ... ... ... O'OO

Cost of repairs (so far) 000

Total cost of girder props ... ... -• ... 13'75

The ratio of the cost of timber to the cost of props therefore
equals 4975: 13'T5 = 3'62: 1. If equal length of time had been
taken, the ratio in that case would be 7'2-l: : 1 ; but this was not
done, in order to allow for the depreciation of the girders. More-
over, girder props onl-y become lost through falls in the goaf
when the face advances slowly on account of the pit being idle,
etc. If the face is kept advancing rapidly, very few, if any,
should be lost, and in that case the use of girders as props would
be still more favourable despite the correspondingly smaller
amount of wooden props that would be required through less
breakages; thus, taking everything into account, the use of
girders as props is distinctly favourable as compared with the use
of wooden props.

This kind of experiment can only yield beneficial results, and
it will be well if it is carried out at different collieries, in order
to have a comparison of the results obtained under all kinds of
•conditions, and thus advance one step in the right direction to-
wards getting the most use out of a limited qiiantity of material.
There is, however, one point to which attention should be drawn,
namely, that the district in question (the rise side) does not
favour, and is not likely to furnish, such a success as the dip
side — for the following reasons : —

(1) The roof is bad and easily broken.

(2) The seam is 4| feet- — that is, 1 foot thicker than on the
•dip side.

(3) The canch yields few large stones suitable for packing.

(4) The pack is higher and is easier to squeeze out.

(5) The roof will not arch.

1916-1917.] LEE ECO.XOMICAL USE OF TIM]5ER IX MIXES, 37

(6) Owing' to tlie side caiicli frequently slipping, bar-
iimberino- at certain times and places is rendered impracticable.

(7) The consumption of timber, althougli liglit in the gate-
ways, is very heavy in the cross-lieadings.

The last-nieiitioned reason, although due in a great nieasure to
the nature of the roof, is, in the writer's opinion, also due to one
or both of the following causes : —

(1) Falls are frequently created by the uneven pressure of
the roof. For instance, if a fall should occur in a gateway, it
seldom takes i)lace at the back-bye portion, Avhich is more settled,
but generally not very far from the face, Avhere the roof is just
beginning to accelerate in its downward journey. The same
principle ai)plies to cross-headings. The portions of roof across
the gatewaAS are more or less settled on account of the packs,
while the portions across tlie goafs are still on the move, owing
to the lack of substantial support in them. The cross-heading thus
goes throiigh a section of strata relatively and alternately in
motion and at rest ; the former tends to tear away from the latter,
causing the frequent falls.

(2) The roof of the portion cut off by the cross-heading is
relatively more settled than that of the portion still open. The
uneven rates of descent of the roof on both sides of the heading
create an uneven pressure on the roof in it, and tend to disturb
it, thus also causing falls.

It is easily seen that if the foregoing two uneven pressures
act together — one longitudinally and the other transversely — the
occurrence of roof disturbance is greatly- intensified, and it is
not unlikely that such is the case in the cross-headings concerned.
Moreover, the roof breaks at every cut of the face, and these
breaks sometimes disturb the overhing strata to a considerable
depth, owing to tlie nature of the roof and the length of time that
the face has been standing. As the gateways and packs are at
right-angles to them, these breaks make themselves less manifest ;
but the cross-heading runs at a very small angle to them, and
where the strata is more disturbed than elsewhere by them, this
disturbance is subsequently more intensified l)y the faring of shots
in the candies, so that roof trouble is obviously inevitable. In
order to prevent stoppage of work from falls tlius caused, great
quantities of timlier are used, and once put in it is never removed
until the heading is no longer required, thus creating excessive
consumption on a v^ry large scale. As a remedy, the best plan,
the writer thinks, would be to drive cross-headings at longer
intervals from the face, when the chances are that the strata are
more or less settled, and to drive them through the goaf if
necessary. The driving cost would, of course, be heavy, as there
is a great deal of cancli to be taken off, but the subsequent saving
in timber and labour, and also the erreat vield of large stones for

VOL. LXTII.— 1916.1917.

4 E

38 TKAN.SACTIOXS TIIK .NOKTll Ol KMil.AM) INSTl'lTTE. [Vol. Ixvii.

face-packs, would neutralize largely if not wholly counterbalance
the initial cost. This method applies, in the writer's opinion,
to all lono'wall workings with a bad roof in a seam which is a
little too thick for tlie employment of that system of working to
its full advantages.

The foregoing are cases where comparatively large quantities
of timber can be saved, with other beneficial effects and without
jeopardizing the object of safety. There are, however, other
points which are Avell worthy of consideration, and it might be
advisable to appoint a special underground timber official to see
to the enforcement of them. The following is a collection of the
details which will serve as guidance to such an officitil in his daily
rounds.

(1) Drawing of Props. — Always use a Sylvester prop-drawer
in drawing timber in the goaf. Avoid letting the men use axes
as much as possible, thus preventing the sometime unnecessary
shortening of a valuable prop. Where a plank is supported by
two props, draw the goaf one first and the face one last. Where
a middle prop is used — that is, three props to one plank, as at a
conveyor-face — some men draAV the two face-props first,
then ease the plank by hand and extract it, the goaf-prop
being the last one to be dealt with. This method is to be recom-
mended for the reason that a plank is more valuable than a long-
wall prop, even if the plank be saved at the expense of the prop.
In this case if the goaf-prop is to be drawn first, that end of the
plank is relieved of its support. With the pressure of the roof
(which is greater in the goaf) upon it, the plank may easily be
broken at the point where the middle prop is set; whereas if the
roof pressure near the face is relieved first, the goaf-prop may or
may not break, but the plank is more likely saved.

(2) Props in Gateways.- — As many of these props in the back-
bye portion of a gateway are no longer supporting the roof, but
are acting to prevent the roof from settling, and in most cases
do more harm tlian g'ood to the roof, the pack, and themselves,
the advisability arises of having them drawn. If the roof there
is not reliable when relieved of support, a bar prop should be
put in first before the drawing of the uprights commences. Some
props bear little or no pressure, and readily give way when
pulled or pushed by hand ; others perhaps stand with loose ends,
and all these props should be systematically combed out. At
times loose timbers left as the face advances are also seen in gate-
ways and in places temporarily stopped. These must be
gathered and sent to where such timber is stocked.

(3) Props Left in Packs. — This evil is practised by almost all
stonemen. Their excuse is that they are not authorized to draw
props, and the chargeman is not always there to give the neces-

l'JlG-1917.] LEE ECONOMICAL USE OF TIMBER IX MINES.

Siwy directiou required. The pack Las to be made, and there-
fore the prop has to be left in. It is true that according to the
Coal Mines Act they cannot independently draw a prop, but at
the same time tliese men are used to their work and quite capable
of judging whether a prop can be safely drawn or not. Indeed,
where Il-girders are in the way, and they dare not undermine in
the pack, they liave frequently been seen to knock them out
entirely on their own initiative. When tbey are ordinary props
they, however, leave them in. Their real object in leaving tbem
in is to keep the roof up for reasons beneficial to themselves. If
the prop is drawn and the pack put in, the roof will exert its full
pressure on it; but if the pack is badly built, it will soon become
dislocated, and in the very next shift it may have to be repacked.
So long as a prop is standing, it takes the pressure of¥ the
pack, and will continue to do so until it is broken, when the
pack will be forced
out by it and the
gateway made untidy
and obstructive (Fig.
2). By this time the
canch will have
advanced with the
face some distance,
and it is then no
longer the stonemen's
duty or contract to
attend to the pack.
Tliis practice must be
stopped by vigorous
measures, and, if all
else fail, the men
sliould be instructed
to pack round the prop concerned, leaving a clear space on the
gateway side, to enable the drawer to get at it later when he
conies in to draw it.

(4) Breah-ojf Timber for Canches. — For this purpose planks
must not be used, as the old liead-trees are quite serviceable.
AYhen the canch is shot down and the pack put in, the props
should be drawn. Here again the stonemen leave them standing
in order to prevent the side canch from falling, which would
mean more stone to-be put away and no more pay for it.

(5) Loose Timber on Rolleyways. — It is not unusual to see
odd props lying by the sides of rolleyways, and on being ques-
tioned the men generally give as a reason that they are left there
to be handy when any of the supports in the neighbourhood
refjuire renewal. This practice should be discouraged. A suit-
able place should be made to store a few props for this purpose,

BROHEN PfiOP^

Fig. 2. — Showing Untidiness and Obstructions
IN Gateways by the Breaking of Props

LEFT IN THE PaCK.

40 TKAXSACTIOXS TIIK NORTH t:»F ENGLAND INSTITUTE. [Vol. Ixvii.

;ui(l on no account should they be aHowed to lie at ine<>ular
places, as t]ie\- eventuall\- are likely either lo he lost or to heconie
rotten.

(6) Stocks. — Stocks in flats and other places should he
jtroperly stacked and their quantities duly noted daily, so as to
form a check to the amount used.

(7) Unnecessari/ Sappoits in all Romhnnjs. — Timber is often
used in roadways as supports which afterwards are found to he
unnecessary. These should be removed for obvious reasons.

(8) Bar Timbering. — Bar timberiugp is very effective and

YiG. 3. economical, as

one prop saves
a plank and
another prop.
Its use is greatly
encouraged in
the collieries
with which the
w r i t e r is
acquainted, and
the manager
has even sanc-
tioned the men
to reduce the
width of places
<12 feet places
reduced to 11
feet, and 7 feet
walls reduced to
6 feet) so as to
facilitate the
employment of
bar timlieriug-.
The props for
this purpose
should, like up-
rights, be
tapered at one
end, so as to
make the weak-
est section there.

The side cancli should be squared off'. A nick is made
at one side, into which the tapered end is inserted ; the bar is then
slid along the other side until the end is square with the canch.
If not tight enough, a wedge can be put in, and as the
side pressure becomes greater the bar becomes quite tight (Fig.
3j. It must be set as close to the roof as possible, in order to

Fi(

Figs. 3 and 4. — Showing the Eight and the Wrong
Way of setting Bae Timber.

Fk;. 6.

191G-1917.] I.KK — KCONOMTCAL USE OF TIMBER IX MINES. 41

make it effectivo, oilicrwise loose pieces of root' mny still fall
down, and as tlio strata snltles a large portion of the lieiglit would
be taken up by it (Fig. 4).

(9) Facl-.'^. — Stones
should be large and flat,
and not of a round shape.
They should be inbond and
not outbond. The pack
should be as straight in
line with the side canch as
possible (Fig. 5), particu-
larly where the roof is
friable and incohesive ;
otherwise, if the pack over-
laps the canch (Fig. 6), the
roof pressure tends to
squeeze the pack out ; and
if the canch overhangs the
pack (Fig. 7), the over-
hanging portion tends to
slip down, Neither of the
above conditions is con-
ducive towards the saving
of tiniljer.

(10) L o f t i n f) s .—
Lof tings in gateways are
not frequent, but where
there is a goaf l)reak
or similar trouble the:.-
are sometimes necessary.
When the gateways have
advanced and the break
settled, these timbers are
liable to be neglected, to
get buried in the sides, and
eventually to be lost sight
of. These are the places
to extract comparatively
large quantities of timber
on a small scale. In one
instance such a place was
found in a gateway, and
out of the two holes over
forty pieces of timber were
disclosed, more than half
of which were still in per-
fect condition for further ^^''^- ^' ^' *^° 7.-Showing the Eight

r,^^ AND THE WeONG WaY OP PUTTING IN

services, ihese cases are. Packs

Fk;.

42 TRANSACTIONS — THE NOUTII OF KXfiLAXD I VSI riTTK. [Vnl.lxvii.

however, rare, but they are nevertheless instances tliat sliould
not be overlooked.

(11) Timher Used to Prevent Falls. — The writer has seen
men putting planks across the middle of two otlier planks in the
shape of a " H " (Fig-. 8), in order to prevent a small fall of roof.
Tliis practice is not profitable. If a fall is so small that one or two
planks will stop it, it pays to let the fall occur and to clear it
away, instead of employing and running the risk of breaking
three or four planks, and the fall still to take place. If the fall
should be likely to be a big one, strongish timbers should ])e used
and put in crosswise (Fig. 9), resting on the ends of the planks,
so as to let the strongest part bear the weight in order to minimize
the likelihood of breakage.
Fig, 8.

Figs. 8 and 9.— Showing the Wrong (Fig. 8) and the Right (Fig. 9) Way of

SETTING TIMBER TO PREVENT A FaLL.

(12) Systematic T imher in g.—Sysiematic timbering should
be enforced on all faces. Eows of props should be parallel, and.
should be as exactly in line as possible. This not only facilitates
drawing, but also tends to make the roof pressure uniform along
the face, and less breakage likely to occur. Where a prop is
considered necessary for safety other than these, it should be set
in addition to, and not in place of, the systematic row. If a
chain-cutter is employed, the last row of props should be 3 and
not 4 feet from the face, as this machine takes only about 2|
feet in width for its own passage, and the props so set would serve
for safety as well as for the purpose of guide-props for the cutter
(Fig. 10). ,

(13) Surface Stock.— The official in charge of the timber-
yard should be regularly consulted by the underground timber
olficial, so as to gauge the use of the quantity in stock, etc. ; and
where collieries have their own timber-cutting appliances, the
underground official should advise the surface official of the
probable requirements, in order to prevent the cutting of exces-
sive amounts of one size and not sufficient of the others, etc.

Conclnsion.—Thefie are, then, the practical and practicable
T.nhits whioh the author has gathered in connexion with the

1916-1917.] LEE ECONOMICAL USE OF TIMliER IX MIXES.

economical use of timber in the cour.se of lii.s experiences down
the mines. Tliere must be,, unknown to ]iim, many other means
by which timber can be saved. The object of this paper is,
therefore, to invite discussion in tlie hope of securino- a valuable

.J'^rh

«- H

--.>.• r

< fl

7 O

selection of workable suggestions, with a view to their adoption
m all collieries, in order to utilize the available timber
resources of the country to their greatest advantage and in the
national interests.

44 JUANSAt'TIONS TlIK NOUlll Ol-' KN(;LA X 1) 1 NSl 11 ITK. [Vol. Ixvii.

Mr. M. M' . Pakrixgtox (Areainioutli Colliery) tliouglit that
the paper wa.s worthy of very serious consideration by the
members at a time like the present, and should be further dis-
cussed at a future meeting. The conditions referred to in Mr.
Lee's paper were the ordinary ones in regard to depth and strata ;
but many of the members were interested in shallower and some-
ill deejier collieries, and, in the adjourned di.scussion, it would be
desira])le to have the views of these memliers.

^Ir. ^y. C. Bi.ACKETT (Durham) said that he would like the
members to consider one point for discussion at the next meeting',
namely, systematic timbering, for this subject required very
careful consideration at the present time. He (Mr. Blackett) did
not for the moment suggest that systematic timbering was wrong,
but there was systematic timbering and systematic timbering.
It was one thing to systematically put in rows of timber to control
the fall of the roof, and also by so doing to actually economize in
timber, but it was an entirely different thing where men were
made to shove in timber da}' after day for mere statutory pur-
jioses, sim])ly to be worn away and eventually to depart out of
the life of the colliery without having served any very useful
purpose. They were all loyally obeying the law: the
timber was put into these places, bord after bord. headway
after headway, when their own common sense told them that it
was quite unnecessary to do so. Xow that timber had become an
urgent vital necessity', he thought that where the putting-in of
timber was neither obvious to the safety of the men nor conducive-
to the safe fall of the roof, greater economv might be exercised.

1916-1917.] XICIIOLSOX AUTOMATIC COMl'OUXD SYl'HOX. 45

THE HOESLEY AXD XICHOLSOX AUTOMATIC
COMPOUXD SYPHOX.*

By GEORGE K. NICHOLSON, F.I.I.

Introduction. — This .syplion (Figs. 1 aud 2) has been specially-
designed to work with any intermittent supply, such as in mines,
irrigation, drainage, quarries., wells, etc., and the writer claims
that it will do everything that any other syphon will do. Syphons
are the cheapest means of removing water or liquids in given cir-
cumstances. The defects of the ordinary syphon are that it re-
quires a certain amount of attention to keep it in action, because
if air should enter the inlet-pipe, or the intake-pipe should be ex-
posed to air, it will immediately snore up, break up tlie
column, and empty the whole apparatus. The syphon then re-
quires to be recharged, and that means expense and loss of time.

The Horsley-Xicholson automatic compound syphon is de-
signed to overcome these defects. There are no valves and no
wearing or moving parts to get out of order. "When once fixed
and started, the syphon requires no further attention, such as
repriming to start it again if the inlet should become uncovered
or the supply of water stopped for a time. Further, it will pick
up and deliver automatically, and without any adjustment or at-
tention, a drop-by-drop .supply, a dribble, a quarter, half, or full
bore, according to the supply. There is nothing to adjust, and
nothing to choke, as there is always a full free bore, irrespective
of the supply.

Any size of pipe may be used according to circumstances or
output required. The syphon will deliver at the dead level of
intake, if necessary, or it may be extended or dropped to any
depth or level required. Its action is remarkable and practicable,
and is the nearest approach to perpetual motion in a practical
form possible, as it will work indefinitely without any attention
so long as the air, the water, and the pipes last. In addition, it
will pull through any ordinary air-lock that would break up any
other syphon, which is a great advantage.

The intake-pipe can be exposed to air indefinitely; it will
never snore and break up the column as any other syphon
would if the intake were uncovered. These decided advantage.s
must appeal to everyone who has had experience and worry with
the ordinary syphon, which at its best requires so much atten-

* British patent, 1916, No. 100,861.

46 TliA.XSAC'TIOXS JIIK NOinil OF K.\(.L.V\I) INS III ITK. [Vol. Ixvii.

tiou. Another advaiitnge of importance, since it afltects the
ever-present problem of business expenses, is that any existing
syphon can l)e altered to the automatic compound-syphon
sj'stem.

Dcscrijttion. — The apparatus comprises a main syphon -.4
(Fig". 1), Avhich is trapped at E and F \ a supplementary syphon
G, M, B, II, which is trapped at i? and connected at D; and an
air-inlet and expansion-pipe, which is trapped and connected at
the junction of the main syphon A and supplementary syphon
G, M, B, H, at the i)oint D. The outlet H may be extended or
dropped any length.

In order to start the sj^phon, the air-inlet N is temporarily
closed, either by a plug or a cock, or otherwise, and the syphon
is charged by any of the usual methods. After charging, the
air-inlet -V is open to the air. The syphon will continue to
flow until the water drops below C, Avhich is covered preferably
by a hood or bend P, or by the hood Q (Fig. 2), which prevents
eddying. Wiien the water falls below C, the pressure falls at
D; the pull of the supplementary syphon then draws through
the trap S, and the air following through N , S, N, and through
D, breaks up the column at D, the main syphon A remaining
charged and sealed at E and F ready for action again.

Afterwards any water (even a dribble) entering C will dis-
place any water over the lip A', and continue to run; if the
intake C is covered, the water will flow at full bore through
the bend M, driving the air oiit of the supplementary syphon
through the trap JR, when compound action commences and pulls
through from C to the outlet H, until the intake is uncovered ;
the supplementary syphon then breaks the column and the main
syphon remains charged. The intake can be exposed to the air
indefinitely.

Where the automatic compound syphon is required to work
as a gravitation scheme — that is to say, where the outlet-water
is not allowed to run continuoiisly to waste, but is to be controlled
by a cock or valve at the outlet that is opened only as required
■ — then, instead of a short expansion-pipe and an air-intake only
a few inches higher than the syphon bend M, it is necessary to
either extenc} the height of the expansion-pipe to the height of
the water-level at the intake (otherwise the water will continue
to run out of the expansion-pipe when the outlet is closed and
will continue to flow until the water-level is reduced to the level
of the expansion-pipe outlet), or, instead of lengthening the
expansion-pipe, to fix on the air-intake connexion D an ordinary
non-return valve, which would allow air to enter and control the
compound action, but would not allow any water to run to waste.
Its action would be similar to the air-inlet and expansion-pipe
N, fS, N. AVhen the water-level dropped to the level of the

1916-1917] XICIIOLSOX AUTOMATIC COMPOUXD SYl'IION.

t>
o

o
o

48 TUAXS.UTIOXS- TIFK XOKTII OF K.\(;LA.\]) IXSTITUTK. [Vol. Ixvii.

intake at C, the pressure would droj) at D, where the valve is
connected. Air would be drawn in by the supplementary syphon,
and would thus cut out any compound action.

A non-return check-valve as an air-intake control is prefer-
able. AVhere the extended air-pipe is liable to be exposed to
frost, as in this case, the expansion-pipe would become frozen,
and air could not enter. Provision should always be made to
guard ag-aiust the frost ever freezing the air-inlet. Fig. 3 shows
another method that may be applied.

Theoreficdl E.c position. — This syphon is virtually a twin
barometrical syphon of compound action. The main syphon A,
which is trapped at E and F by a U-bend, is in reality a twin-
syphon water barometer. The atmosphere acts on it in exactly
the same way as in the usual single-tube barometer, the twin
barometer connected on the top forming- a single sealed top in the
form of an inverted bend.

When a vacuum is created in the tubing and water flows into
it, the outside atmospheric pressure being ecjual at both inlet
and outlet, and they being level, it follow\s that the water is
retained in the syphon and will not move till an excess of pressure
is added to the inlet.

To the outlet end of the TJ-trap F is connected a supplemen-
tary syphon G, M, R, H, which is preferably also trapped at R
(although this is not absolutely necessary).

At the junction of the supplementary syphon G, M, B, H and
the main syphon .1 an air-intake and expansion-pipe N , S, N is
connected so as to control the two syphons, its action being to cut
out the water connexion when the excess pressure fails at the
inlet C, on account of the head of water dropping to the level of
the intake. When an excess of water is allowed to rise above the
inlet C, this disturbs the equilibrium of the two columns to the
extent of the difference of weight of water between the two levels
of the twin barometer or main syphon A.

When the water rises sufficiently high over the intake C, it
rises first in the air-intake and expansion-pipe N, S, N to a height
which is sufficient to drive any air out of the supplementary
syphon G, M, B, H. When this occurs, compound action com-
mences, the air expansion-pipe is emptied, and syphonic action
then pulls through from C to H. At the commencement of com-
pound action there is an affinity or physical attraction which to
a certain extent reduces the atmospheric pressure at the second
TJ-trap F of the twin barometer (or main syphon A). As the
atmospheric pressure at the intake C is now in excess to the outlet
F, this creates force, in addition to the head of water, to quicken
the flow +^.Tou.!:rhout the entire syphon, which continues till the
w-aier d.i;i? below lae intake C.

1916-1917.] ])1S( ISSIOX AUTOMATIC COMl'OUXJ) SYI'HOX.

"When llie liead of water drops to the level of tlie intake C,
tlie pressure fails at /), the junction of the two syphons. The pull
of the supplementary syi)hon G, M, B, H then draws through
.Y. S, y , through 1), and breaks up the column at D, the main
syphon remaining- charged and sealed at tlie traps E and F
re -.uh' for action again.

Any water (even a dribhle) afterwards entering at C will dis-
jilace the water over the li]) A', and continue to run ; if the intake
(' is covered with water, it will flow at full bore through the
l)end M, driving the air out of the supplementary syphon tlirough
tlie trap R, when compound action commences and pulls tlirough
from C to H until the water fails at the intake. The intake can
be exposed to the air indefinitely. It is advisable to fix a T-piece
fitting to the intake C, its purpose being to prevent the
atmospheric pressure from striking directly on the centre of the
intake, as this would tend to cause an eddy or swirl, when air
might enter unnecessarily when the compound syphon was
pulling strongly. As central atmospheric pressure is eliminated,
any water entering at C ensures the presence of a solid head at
the intake.

Mr. "W. C. Blackett (Durham) considered the arrangement
of syphons to be excellent, and might prove extremely iiseful
underground. While, however, it had advantages, it also had

Fi(}. 4.

I I I I T-

FiG. 5.

Figs. 4 axd 5. — Illustratixc! ]\Ir. W. C. Blackett's Remarks.

certain drawl)acks. It was not necessary to make the device a
compound " s^-jjhon, as it was equally effective if made into a
double siphon.

50 TRAXSACTIOXS - TUK .XOUTIl OF KNCiLAXi) IXSTITLTK. [Vol. Ixvii.

He showed by a sketch on the bhaekhoard (Figs. 4 and 5) how
by turning- up the two ends of the main syphon with appropriately
constructed sumps or sliallow staples, and leading out of the
delivery sumps a second syphon entirely disconnected from the
main syphon, an exactly similar action could be maintained,
provided that the lower centre-line in Mr. Nicholson's Fig. 1 cut
through the same essential points, and the water to be pumped
could rise to a sucient level above the crest of the second syphon.
The drawback of the arrangement was that the speed of
the fall of the water in the first syplion deliveiy leg- was limited to
that due to the depth of the first collecting staple down which the
suction bend was sunk, and it was therefore impossible to get the
speed of fall which in many cases could be got by the long drop-
ping leg of the second syphon. It really meant, therefore, that it
would be necessary to put in such a size of pipe in the first or up-
standing syphon as, with the head due to the depth of the first
collecting sump, would deliver the water to be disposed of to a
smaller syplion which it was capable of loading automatically,
and which by its subsequent operative deeper leg would then heat
the flow of the feeder which had originally loaded it. The
principle must be exactly the same as that seen in many lava-
tories, and its application to mining* was very interesting.
Adjusting-valves on the second syphon would obviously be
necessary in order to -compensate for errors in the exact size of
the pipes and possibly for variations in the feeders.

Mr. W. C. Mountain (jSTewcastle-upon-Tyne) said that the
apparatus appeared to him to consist merely of a syphon operat-
ing upon a low head, and therefore of limited capacity, with an
overflow, or, as Mr. Nicholson termed it, a " compound " syphon
to take away the water, the main syphon being sealed with water
at each end.

Fig. 6 reduced this invention to its simplest form, and con-
sisted of two sumps, or receiving chambers, placed at equal
levels, one where the water entered the syphon and the other
where it left, these sumps being made of a suitable depth to give a
sufficient head to enable the main syphon to operate ; and an over-
flow pipe, which could, if desired, be made like a syphon, but
could be sin^plified and made as a mere overflow pipe, to be led
from the sump where the water left the main syphon, and this
to be led to wherever it was desired to deliver the water.

In order to give the approximate capacity of a syphon of this
kind, he (Mr. Mountain) had assumed the maximum depth of the
sump at the entrance and discharge end of the main syphon to be
10 feet, and in the following table he had given the capacity with
pipes from 2 to 6 inches in diameter : —

191G-1917.] DISCUSSION AUTOMATIC COMPOUXD SYPHON,

Head.

Theoretical

feet

velocity, in
feet per

Gallons per minute, witb

pipes of internal diameter as u

ntler :^

minute.

2 Inches.

3 Indies.

4 Inches.

5 Inches.

6 Inches.

481

146

260

400

580

682

207

370

571)

815

834

114

255

450

700

■ 1,000

963

130

295

515

8(10

1,1.50

1,077

160

327

580

900

1,280

1,179

176

360

630

1,0U0

1,380

1,'274

190

390

680

1,100

1,480

1,362

205

415

720

1,200

1,600

1,445

223

445

760

l.MOO

1,700

1,523

245

500

800

1,400

1 ,800

The foregoing- were the theoretical discharge.s, assuming that
there was no pipe friction ; the ordinary efficient velocity of water
through pipes varied from 5 to 10 feet per second: but the table

CHARGING PUMP

FiC4. 6. — Tllustkatixg JIk. W. C. iIou>-TAiN's Remarks.

was sufficient to show that with quite a moderate head, if the
pipes were not very l-ong, a considerable quantit}- of water would
be delivered.

He would refer the members to text-books for the flow of
water in pipes, but the following information might be of
service : —

The quantity of water that would be discharged through a
pipe depended primarily on the head, but also on the diameter of

52 TEAXSACTIOXS — -THE XORTII OF KXtJLAXJ) IXSTITUTE. [Vol. Ixvii.

tlie pipe, the (.•luuacter ot the interior surface, and the number aud
shape of the bends. The head might be either the actual distance
between the levels of the surface of water in a reservoir and the
point of discharge, or it might be caused ])y mechanicallj^-applied
pressure, as by pumping, in which case the head was calculated
as the vertical distance corresponding to the pressure. One
pound per sijuare incli was equal to a head of 2'309 feet, or a 1-
foot liead was equal to a pressure of 0"4o3 pound per square inch.
All formula for finding the amount of water that would flow
tlirough a pipe in a given time were approximate. The formula
given below gave results within 5 or 10 per cent, of the actual
figures, if applied to pipe-lines carefullj- laid and in a fair
condition : —

y = C t. I T ^T^'- ill which —

L + -AD

T' = approximate mean velocity, in feet per second;

C = coefficient from the accompanying table;

Z) = diameter of pipe, in feet;

h =total head, in feet; and

Z = total length of pipe-line, in feet.

Values of Coefficiei^t.

Diameter of pipe.
Feet. Inches.

0-1

1-2 ...

... 23

0-6

7-2 ...

... 42

0-2

2-i ...

... 30

0-7

8-4 ...

0-3

3-6 ...

... 34

0-8

9-6 ...

... 46

0-4

4-S ...

... 37

0-9

10-8 ...

... 47

0-5

6-0 ...

... 39

1-0

120 ...

... 48

Tor instance, taking a pipe-line 1 mile in length and 12
inches in diameter, discharging water under a liead of 100 feet, to
find the velocity and quantity of discharge, one would proceed as
follows : —

From the table the coefficient C was found to be 48 for a pipe
1 foot in diameter, hence —

V = 48 . / — -— — r = 6-57 feet per second.

\J 5,280 + 54 X 1

To find the discharge in cubic feet per second the velocity
found must be multiplied b^- the area of cross-section of the pipe
in square feet : —

G'5T X 0'7854 = 5T6 cubic feet per second.

He thought that Mr. Nicholson's syphons suggested a ready
means of obtaining a simple and reliable arrangement which
would probabh- be of considerable use in collieries.

Prof. William Galloway (Cardiff) wrote that it would be
instructive if Mr. Xicholson would state whether he had had a

1916-1917. J DISCUSSION — AUTOMATIC COMPOUND SYPHON. 53

syphon ot the kind de.scrihed by him at work for a proh)iig-ed
period during' wliich the head fell to such a point that water
ceased to flow through it and rose again so that the flow recom-
menced automaticalh". He might at the same time give the
levels at Q, N , and A'. He might also state whether any water
flowed out or air was drawn in through the lower opening of the
pipe N , S, N, while the syphon was working, and whether air
did not gradually accumulate at the highest point in the syphon
when the flow of water was feeble. The diagram would be
improved if the three .'V's were to be distinguished from each
other by making them N^, N2, and N^ ; and the description would
be clearer if it were stated which of the openings was plugged
when charging and opened afterwards.

TOL. I.XVII— 1<1U-I»IT.

• >4 TRANSACTIONS TIIK NOKI 1 1 OK KN(;LA NJ) IXS'I'II' I'l K . [Vol. Ixvii.

THE NORTH OF ENGLAND INSTITUTE OF MINING AND
MECHANICAL ENGINEERS.

GENERAL MEETING,

Held in the Wood Memorial Hall, Newcastlb-upon-TtNe

June 9th, 1917.

Mr. frank COULSON, President, in the Chair.

DISCUSSION OF MR. F. F. MAIRET'S PAPER ON " THE
ECONOMICAL PRODUCTION AND UTILIZATION OF
POWER AT COLLIERIES."*

Mr. F. F. Mairet (Wharncliife Silkstone) wrote agreeing
with Mr. Mark Halliday that the cost of generating power on the
output of the mine or per Board-of-Trade unit was insufficient
as a standard by which the relative efficiency of the phmts could
be compared. The conditions existing at collieries, and particu-
larly the load-factors obtaining, were so different, and the price
per ton at which the fuel was charged had no fixed relation to its
calorific steam-raising value. Under these conditions the fuel
cost in cash per unit was out of the question. In order to arrive at
the value of the fuel, h'e (Mr. Mairet) suggested a common basis —
say, 7d. per ton for every 1,000 British thermal units per pound
the fuel used contained.

The figures as to the consumption of the " uniflow " steam-
engine were interesting, and its maintained efficiency on variable
loads made it an ideal prime mover for a colliery where power
was generated by steam alone. The thermal efiiciency of any
steam-engine was, however, much lower than that of gas-engines
where gas was the fuel in question, and there was little doubt
that at collieries where surplus coke-oven or blast-furnace gas
was available it could be used more profita])ly in internal-
combustion engines direct than for boiler firing.

Gas-engines were running at several collieries on a consump-
tion of 10,000 British thermal units per brake-horsepower-hour,
and if ample purifying plant were installed the upkeep was not
much heavier than that of the steam set with its boilers. Large
gas-holder capacity was advisable for the storage of coke-oven
gas, so that no wastage might occur on account of fluctuation in
the demand for or supply of gas; in addition, it had the advan-
tage of levelling out any variations in the calorific value of the
supply.

* Trans. Inst. M.E., 1916-1917, vol. lii., pages 71, 127, and 239; and vol.
liii., pagfes 58 and 76.

1916-1917.] DISCUSSION — AUTOMATIC COMPOUND SYPHON. 55

DISCUSSION OF ME. GEOEGE E. NICHOLSON'S PAPEE
ON • T:IE HOESLEY and NICHOLSON AUTOMATIC
COMPOUND SYPHON."*

Mr. "William Watts (Wilmslow, Cheshire) wrote that he was
of opinion that the syphon was a great improvement on the old
form, both in regard to convenience in working and in main-
tenance. He (Mr. Watts) had frequently used the old form of
syphon in the trenches made for reservoir embankments, but its
stoppage on account of shortage of water at the inlet caused tem-
porary delay in the work when recharging.

The delivery of a syphon depended on the diameter of the
pipe or tube laid down, with some slight gain in the increase of
flow by placing the outlet end well below the inlet. All syphons
worked under the influence of atmospheric pressure, and dis-
charged more or less water according to their altitude above sea-
level. A tube, for instance, delivering water from a well 1,200
feet above Ordnance datum delivered in his opinion less water
than a similar tube or pipe placed at a level 000 feet below it. It
seemed reasonable, however, to suppose that in this respect the
atmosphere acted in the same way as an increased head of water
in a reservoir; but the action ceased at an elevation of 33 feet,
above which lieight the force was non-effective for syphoning
purposes.

Within the working limits of the syphon, there was no
cheaper way of delivering water so long as the supply was main-
tained, as it would flow on for all time. Mr. Nicholson's inven-
tion, therefore, was most valuable on account of the method of
self-charging at the inlet when a shortage of supply failed, and it
afforded a boon to contractors and others resorting to this method
of supply or drainage.

Mr. G. E. XiCHOLSON (Darlington) wrote welcoming the re-
marks made by Mr. W. C. Blackett and Mr. W. C. Mountain,
as only by free discussion and criticism was one able to ascertain
the practical merits and possible weakness which might arise in
any new device; but, after careful consideration, he failed to see
that either of the gentlemen in their suggested methods had
made out a case for equal efficiency without infringement of his
(Mr. Nicholson's) patent.

Both the methods suggested contained the combined essen-
tials of the Horsley-Nicholson syphon, namely, an upstanding
first syphon with both ends sealed, an air control, and an over-
flow or supplementary syphon. He was not now, however, dis-
cussing patent rights or infringements, but the best method of
clearing water away cheaply and automatically — that was, with-

• Tra7is. luM. M. E., 1916-1917, vol. liii., page 99.

56 TUAXSACTIOXS TllK XOUTll Ul' EXGLAXU IXSTITI TK. [Vol. Ixvii.

out the necessity for personal attention or for regulating cocks or
valves, coupled with efficiency- — in short, an apparatus that
would adapt itself to any circumstance that might arise.

With respect to Mr. Blackett's remark that " it was not neces-
sary to make the device a ' compound ' syphon, as it was equally
effective if made into a double syphon," in his (Mr. Nicholson's)
opinion a double syphon, as suggested by Mr. Blackett's Figs. 4
and 5, was a compound syphon, and an extra head of water
was required before the second syphon could come into operation,
whereas the Horsley-Nicholson syphon would commence in-
stantly. Mr. Blackett had also stated that the latter syphon
had certain drawbacks, and had asserted that, as the speeds of
the two syphons were not alike, by disconnecting the two syphons
an increased delivery would be obtained. This was physically im-
possible, as the second syphon was entirely dependent on the
amount of water passed by the first, and so could not pass more,
whereas the Horsley-Xicholson syphon, being' a continuous pipe
with an amount of momentum already acquired by the syphon
flowing", would g'ive better results, as there was no check. Fur-
ther, the syphon would have a scouring- action, which would tend
to keep the pipes clean. Mr. Blackett's method would produce a
certain amount of inertia on a low head, and this would tend to
leave deposits in the traps. The speeds of the sj'phons were a
variable quantity and- unimportant, as the quantity of water de-
livered could be determined by the size of the pipe.

Another drawback was that Mr. Blackett made no provision
for swirl or eddying at the intake. This was a most important
point, as he (Mr. Nicholson) found in practice that the amount of
swirl or eddying was very great in certain circumstances ; this
reduced the flow at the intake considerably, and also pulled in a
considerable quantity of air, which eventually would break up
the .system. Provision was made in the Horsley-Nicholson
syphon to prevent this occurring by fixing a T-piece fitting or
hood (Fig. 2). He claimed an all-round superiority for the
syphon, as it was designed to be self-contained, and did not re-
quire the construction of staples or sumps.

With respect to Prof. Galloway's remarks, three of the
syjdions were at the present time working successfully at a col-
liery in Durham, and another was lifting water out of a 16-foot
well, taking it over a total lift of 23 feet, and delivering it 200
yards away from the well. With regard to the question of levels,
he assumed that Prof. Galloway meant the depth of the traps,
which were level to each other, and in practice he found a trap of
12 inches was sufficient. As to the air-intake and expansion-pipe
N, S, N, there was only an opening at the top, the bottom being
closed, as shown in Fig. 1. In charging the syphon, the
opening at the top was temporarily closed; water did not flow

1916-1917.] DISCUSSION — ECONOMICAL USE OF TIMBER IN MINES. 57

out of the expansion-pipe; any air that collected iu the syphon
was carried oft' in action.

DISCUSSION UX ME. F. C. LEE'S PAPEE UX " SUME
PEACTICAL XOTES ON THE ECONOMICAL USE OF
TIMBEE IN COAL MINES."*

Mr. H. F. BuLMAN (Newcastle-upon-Tyne) wrote that Mr.
Lee's paper afforded further evidence of the economical
advantage of steel props in longwall working, a feature that
had been emphasized recently by the dearth of timber arising
from the war.

The main advantage of steel props seemed to be that they
were withdrawn more easily, and that when the '' weight " came
on in the goaf behind the face they were strong enough to
prevent the face " coming in," as it sometimes did with timber
props.

Mr. Lee had made a comparison between the cost of timber
props and H-steel girder props in a 4|-foot seam with a bad
roof, worked by longwall, with gateways 10 feet apart from
centre to centre, 3-foot packwalls at each side of the gateways,
at a shallow depth of 160 yards, and lying at an easy gradient
of about 1^ inches to the yard. The cost where timber props
were used was stated to be more than seven times as much as
the steel-girder props, taken over an equal length of time. As
steel props were much more durable, the longer their period of
service the greater was likely to be the advantage in their favour.

The figures of relative costs were given in percentages, and
were not very clear. 54"38 per cent, as the cost of timber props
represented presumably the first cost of those consumed, in com-
parison with 10 per cent, as the cost of girder props lost, none
being broken. The cost of planks and head-trees was stated to
be 16"76 per cent, with the timber props and 375 per cent, with
the steel props, no planks being used with the latter. Presum-
alby the steel props were not used in the gateways or cross-
headings where the consumption of timber was very high. "Was
the comparison confined to the face only ? If the cost per ton of
coal got in each case could be given, the comparison would be
more instructive.

With regard to the use of a Sylvester prop-drawer in drawing
timber in the goaf,- it should not be overlooked that Section 52
of the Coal Mines Act, 1911, according to the interpretation put
upon it by the Home Office, made the use of a safety contrivance
compulsory in all cases where props were withdrawn from the
waste or goaf.

* Trans. Inst. M. E., 1916-1917, vol. liii., page 86.

58 TRANSACTIONS- THE .NOllTJl OF ENGLAND INSTITITE. [Vol. Ixvii.

It was very desirable tliat a man employed in the dangerous
and important work of drawing timber should be a qualified
skilled workman, but Section 52 did not make any mention of
this, and the allusion to this section in the paper was not easy
to understand.

Mr. Lee stated that " upright props in the mothergate and
gateways were avoided, and bars 5 inches in diameter and
usually G feet long, locally known as ' aerial timber,' were
holed into the sides." It was unusual to use 5-inch props for
" barring " the roof, and perhaps Mr. Lee would say why props
were adopted for this purpose in preference to the planks or
crown-trees which were more ordinarily used ? It looked as
though it were side pressure that had to be met rather than
top pressure. A prop gave very little bearing surface against
the roof. If the roofs of the gateways were arched, as stated
in the paper, it was not apparent how the timber could be set
against the roof as shown in Fig. 3.

Any consideration of methods of timbering or of drawing
timber suggested the question of how it affected safety from
accidents. In 191-3, the year before the war, 620 persons
were killed and 62,094 injured by falls of ground. During the
preceding five years (1908-1912) the average number of deaths
each year from the same cause was 589, and the average number
injured 54,470. Most of these accidents — about 65 per cent, of
them — occurred at the working-face, and a large proportion took
place in drawing timber and setting props.

The large amount of disease and incapacity amongst miners
arising from these numerous non-fatal accidents was not perhaps
realized so generally as it ought to be. In his Milroy Lectures
before the Royal College of Physicians in 1914 Dr. Frank
Shufflebotham, dealing Avith this subject, made the following
statement : —

" This large number of accidents does not only represent so many broken
bones or lost limbs, but it includes many diseased conditions directly set up
as a result of tte injury they have sustained. . . .Tuberculosis and many
other diseases, specially nervous diseases, may be set up or certainly may be
aggravated as the result of an injury. Tlie commonest nervous sequelae of
all kinds of injuries amongst miners is neurasthenia. . . .The exciting cause
is some injury, generally an injury to the back, of a comparatively trivial
character."

Perhaps' Mr. Lee would give the benefit of his experience as
it affected safety from accidents.

Mr. W. H. Hepplewhite (H.M. Inspector of Mines, Tam-
worth) wrote that Mr. Lee's paper was most opportune at a
time like the present when there was a scarcity of suitable
foreign timber and colliery managers had to rely almost entirely
on home-grown timber and other substitutes. It was a strange
sight to see a length of longwall-face workings supported by props

1916-1917 ] DISCUSSION ECONOMICAf, USE OF TIMBER IN MINES. 59

of various sizes aud shapes of ditt'erent lionie-giovvu wood, and oiie
that no one before the war ever contemplated seeing. All con-
cerned in the management and working of coal-mines must now
exercise additional care and judgment in the case of roof sup-
ports, consistent with the safety of the workers. He had recently
contributed a paper upon " Substitutes for Wooden Supports of
the Roof in Longwall Workings,"* wherein he had mentioned
certain substitutes, all of which he had successfully seen in use ;
they were far preferable, both from an economical and a safety
point of view, to the newly-cut home-grown wood.

A very good method for the easy manipulation and prepara-
tion of suitable timber was by running the trunk or branch of a
tree along rollers to a fixed circular saw. The length required
was sawn off, and pushed forward on rollers to another circular
saw set at right-angles to the first, and if this piece were, say,
10 to 12 inches in diameter, four props could be prepared from
it, or flat bars suitable for the working-face. This method of
dealing with trees and branches on the colliery premises resulted
in great saving of labour and money.

The withdrawal of back timber was a sore point amongst the
workers. If discipline were well maintained, and the rounds of
visits of officials were fairU' frequent, the loss of timber would
be infinitesimal. Pack-walls built at the proper time relieved
the necessity for supports. In the Midlands the stallmen were
responsible for the setting and withdrawal of supports at the
coal-face, which appeared to be a better system than depending
upon the workers who had no interest in the winning of the coal.

With reference to the figures given of the percentages of
broken and unbroken timber, he would like to know whether any
of the props were tapered ? What was the normal depression of
the roof stratum 6 and 12 feet back from the working-face?

With regard to the difference of the roof in the rise and dip
districts, the bad roof was probably caused through the coal-
face not being favourable to the roof cleavage.

Where the floor was hard he thought that the best preventive
of bulging and pushed-out gate-side pack-walls was a founda-
tion of soft material of a few inches to a foot in thickness for the
packing-wall to start from. Holing-dirt, especially where a cutter
was used, had been found very suitable. It should be well flat-
tened down with a shovel and of greater breadth than the
starting packing-stone. As the dirt was softer than stone, it
would yield to the rbof -depression. He had found from experi-
ment that where the pack-wall was leaned into the waste a few
inches out of the vertical, it was pushed vertical from the inside
pressure as the roof stratum depressed.

* Trnvx. Tvst. M E. 1914-1915. vol. xlviii., p^ge .^87.

60 THANSACTIONS TIIK NORTH OF EiXGLAXJ) IXSTITITK. [Vol. Ixvii.

Mr. ¥. ('. Lke (Asliiiiyioii) wjolc llini he wished to make it
perfectly vlvnv lliai ilie lii^ures referred to by Mr. Bulman were
not in percentages; they were the rehitive costs in hard cash
of wooden supports and steel-girder props. Whether they
were pounds, shilling-s, dollars, or any other unit mattered little
in this case, as they in no way affected the result in comparison ;
as the use of steel-girder props was confined to the face only, tlie
comparison was also confined thereto.

The props used as bars were only ordinary long-wall props 3^
inches in diameter, and not 5 inches as stated, which was a
clerical error. Why planks were not used as bars despite their
larg-er bearing surface was due to the fact that bars were set with
the double purpose of resisting side pressure as well as of support-
ing the roof ; and if loose pieces of stone were small enough to be
prevented from falling merely by the additional bearing surface
of a plank, it mattered little whether they fell or not, as they
could easily be cleared away if they did fall. Another reason
why planks were not used was on account of the cost. If by a
small expenditure the work could be done efficiently, there was
no reason why twice the amount should be spent merely for the
sake of appearances of safety.

The Coal Mines Act certainly laid emphasis on the employ-
ment of safety contrivances in withdrawing roof supports from
goaves ; but in many, cases the drawers chopped off i or | inch
from the tops of the props with axes before they drew them out
with safety contrivances. That, of course, meant a diminution
in the lengths of the unbroken props drawn — -a practice that
should not be followed if the props could be drawn without so
doing.

With regard to the arching of the roof and the setting of bars
in gateways, it should be noted that arching was carried out
wherever possible, and wherever this was done no timber, not
even bars, was found necessary. Where arching could not be
done, bars were set in the manner shown in Fig". 3. Neverthe-
less, he wished to point out that it was quite a simple matter to
set a bar (as in Fig. 3) even if the roof were arched.

As to the allusion to Section 52 of the Coal Mines Act of 1911,
and the causes of accidents through falls of roof, he proposed to
deal with these i)oints under one heading. He agreed with Mr.
Bulman that drawers ought to be skilled and qualified men ; but,
unless his knowledge of the English language failed him, the
reading of this Section of the Act conveyed the interpretation
that anyone could be the actual drawer, so long as the district or
face to be drawn had previously been examined by an authorized
and therefore qualified person. An authorized person — a fire-
man, deputy, or chargeman — might be in charge of more than
one flat, and had other duties to attend to besides examining the

l'JlG-1017.] DtsrrssiON— ECUNOMICAL USEOl- TIMHEH IN MINKS. 61

places to be diiiwii. Consequeiith-, lie could uot always be at the
spot to point out to the drawer the advisability of withdrawing-
the props in a certain manner under certain conditions. The
removal of one pro]) mij^ht easily unbalance the " weiglit " of the
roof, and unless the drawer were skilled enough to foresee the
danger or likelihood of danger, serious conseciueuces might easily
ensue. The point clearly suggested was that the examination of
an otticial in (diarge was no criterion to the safety of tlie drawer
if he was uot capable of individual judgment under all conditions.
'J'o employ iniyone as drawer was therefoi'c not (•(inducivp to
safety, and to employ a skilled ciualified man meant the cost of
labour exceeding that of material; hence there was little wonder
that the timber in goaves along longwall-faces was all left un-
extracted in times past.

With respect to his experiences in accident.-, tiie steel-girder
props had not yet had a long enough trial for him to form a basis
for any definite statement; they had only been in use for about
six months, but he was pleased to say that since their introduc-
tion no accident other than that of a cutaneous nature had
occurred.

In reply to Mr. Hepplewliite's remarks, tlie props in question
were not tapered. l)ut tapered props were in use along other faces ;
sinc^ then most of the wooden props in use had been tapered when
their sectional areas were deemed large ejiough to permit of this
being done. As to the normal depression of the roof stratum, it
was rather dilhcult to make any definite statement. He had
known the depression right at the face to be as much as 15 inches
when the roof was more broken at that i)aiticu]ar cut, and at
other times it would l)e no more than 2 inches about (i feet from
the face. At I'Z feet from the face the timbei' in the goaf would
be all drawn, and in most cases the roof fell on the st(jwage, wljich
was composed of stone-cuttings and bands and dirt from the seam.
The depression at the latter distance from the face might Ije taken
as from 18 to 24 inches.

All Rights of Publication or Translation are Reserved by
The Institution of Mining Engineers.

APPENDIX.

NOTES OF PAPERS ON THE WORKING OF MINES, METALLURGY,
ETC., FROM THE TRANSACTIONS OF COLONIAL AND FOREIGN
SOCIETIES AND COLONIAL AND FOREIGN PUBLICATIONS.

The following coutractious are used in the titles of the publications
abstracted : —

Bur. Mines. Bureau of Mines, Washington, U.S.A.

Rec. Geol. Surv. India. Records of the Geological Survey of India, Calcutta.
Trans. Min. <fe Geol. Inst. India. Transactions of the Mining and Geological

Institute of India, Calcutta.
U. S. Geol. Survey. United States Geological Survey, Department of the

Interior, Washington, U.S.A.

MINING TECHNOLOGY.

Hydraulic Packings at Ballarpur Colliery, Central Provinces, India. — By

R. S. Da VIES. Trans. Min. d- Geol. Soc. India, ,1916, vol. x., page
53-59.

Hydraulic packing was first introduced at Ballarpur Colliery in March,
1913. It is an ideal place for this foitn of packing for many reasons, the
three most impoi'taut of which are : (1) good packing-material is close at
hand; (2) the water available is fairly free from acid and does no damage
to the pipes; and (3) as the coal is at a shallow depth, boreholes can be put
down with little expense, and the head not being great, wear and tear of the
pipes is saved.

The reasons for the introduction of hydraulic packing were : (1) above
the seam, extending to the surface soil, is a soft coarse-grained sandstone
full of water; (2) over a certain area of the rise coal a portion of this
sandstone is extremely soft ; (3) three or four floods a year from the Wardha
River of three to four days' duration inundate an area under which half of
the present workings extend; and (4) the seam at Ballarpur is 52^ feet thick,
two portions of which are workable. The upper portion is 24^ feet from
the bottom of the seam, and is 8 feet thick ; the lower is the bottom part of
the seam and is also 8 feet; this lea.ves 16 J feet between the workable
portions, which, with the remaining upper 20 feet, are compo.sed of shales
and coals. In order to extract all or the greater part of the coal of these
two workable sections, it was decided to work the upper portion first, and to
adopt hydraulic packing to keep the roof intact, so as to prevent strata and
surface water from flooding the mine, and as a preventive against fire.

The packing-material is sand, which, so far as resistance to compression
is concerned, is the best. It is obtained from the bed of the Wardha River,
which is only 3,300 feet from the borehole containing the pipes conveying
the packing-material to the underground workings. It is a hard sand,
partly composed of quartz and trap.

The sand is loaded through screens into tubs at the river by women.
The tubs are hauled from thei-e to the borehole by endless haulage. Part
of the sand hauled is .stocked for use during the rains, when owing to the
flooded state of the river sand is not available.

The borehole is 231 feet to the top of the upper workable portion of the
seam. In this borehole a 5-inch wrought-iron pipe is fixed. About 2,500

2 TRAXSACTIOXS TlIK NORTH ()!• KMiLAM) INS 11 IIT K. [Vol. Ixvii.

gallons of vvatfi- jxir hour wero made in it, but this was stopped by pumping
ill wnieiit around the bottom of tlic pipe.

At the borehole, below the surface of the ground, a small bin holding
about 20 tons is situated, under which a short trough runs to a funnel fixed
around the top of 5-inch wrought-iron flushing-pii>es. Into the opposite end
of this trough is a 5-inch water-pipe. This water flushes the sand down the
pipe into the workings. Sand is regulated into the trough by a door at the
bottom of the bin, which is opened or shut by a man turning a threaded rod ;
the same man also regulates the supply of water. Communication is
established l>etween the man regulating the sand at the bin and the man in
charge at the hydraulic-paeking face by means of a telephone.

.A.t present the horizontal length is about 700 feet and the vertical head
about 231 feet. The quantity of Avater to sand used is as 1'16 :1. The velocity
of the flushing-material is about 24-3 feet per second, and it is flushed into the
workings at the rate of 223 tubs (or 2-34 tons) i>er minute ; from 300 to 400
tubs are packed daily. The tiushing-niaterial completely fills all goafs, there
being no space near the roof, and is retained in its place underground by
wooden barricades made of rough 2-inch planks about 2 feet apart and attached
to posts. Untarred brattice-cloth (hessian cloth) is nailed to the planks
through which the water drains. This water before reaching the pump is
again drained through two lots of brattice-cloth. The pump is capable of
delivering 10,000 gallons per hour into the pit-bottom sump.

Three systems of extracting pillars have been tried. At first a straight
longwall face was attempted, but the roof gave ti'ouble. The longwall
method with stepped faces was next tried, but the roof again gave trouble.
Finally, the system in vogue at present was adopted, and ha-s so far been
successful. In this system the pillars, which are 60 feet square, are cut into
three portions of 13^ feet each by driving through them two 10-foot galleries.
These portions are then stripped to 5 feet wide. As the stripping takes
place, posts not more than S feet apart are expected to support the roof. After
all coal has been extracted, a timber barricade is erected from one 5-foot
rib of coal to the other, and sand is flushed in ; as the goaf fills all timber is
drawn. An attempt will be made to reduce the 5-foot ribs of coal left to 3
feet. Levels have been taken of the surface, but there is no sign of sub-
sidence and none is exwcted.

The total cost per ton of sand flushed is 4'58 annas (4Jd.), and the cost
per ton of coal extracted from the flushing area is 8 annas (8d.). The
difference in the cost of sand and of coal is accounted for by the previous
extraction of the coal by galleries and by the heavier weight of the sand.
Sand i)er cubic foot weighs 98 pounds, and coal per cubic foot 80
pounds. The cost of flushing-material per ton of coal is reduced from 8 to
4'98 annas (8d. to 5d.) by the bigger percentage of large coal obtained and
the reduced cutting price paid. A. P. A. S.

Mine-ventilation Stopplngrs, with Especial Reference to Coal-mines in
Illinois.— By E T. Williams. Bur. Mines, 1915, Bulletin No. 99,
pages 1-30.

An attempt is made in this report to discuss the first cost of each of
several types of mine-ventilation stoppings, as well as the total annual
expense of maintaining a stopping during its required period of service.
Such data furnish a basis for comparison of the efficiency of the different
types, and are of great importance to an engineer planning the development
of a mine.

The method adopted for presenting cost data is as follows : — All the
installation and maintenance charges, including first cost, maintenance,
renewals, and emergency repairs, have been reduced to an annuity basis.

1916-1917.] XOTKS OF COLOMAL AND FORKIGX PAI'KRS. 3

so as to show the aiiiouut of money that must be set aside annually to cover
the upkeep and to provide for the amortization of capital at the current rate
of interest for a given term of years.

As an illustration of this method of presenting data and as an explana-
tion of the terms used, it is assumed that a number of main-entry stoppings
are to be built for a service of 15 years. The items for labour and material
in building the stojipings are included in "first co.st " ; the cost of labour
and material required each year to make the stoppings efficient or tight is
included under "maintenance charges." In case the material used in build-
ing the stoppings has an average life of only 5 years, the charge for the
additional stoppings that must be built to give the 15-year service comes
under the head of "renewal repairs." If the .stoppings are of such a type
a.s has been found in pi-actice to be subject to destruction by shot-firing,
explosions, fires, water, etc., " emergency repairs " will be required. If air
leaks through the stoppings and increases the volume of ventilation required
of the fan, the amount of horsepower necessary to replace the wasted air will
determine the cost of stopping inefficiency, or the " cost of air-leaks through
stoppings."

One of the most obvious conclusions drawn from the inspection of several
hundred stoppings by the author is that the efficiency of a mine stopping to
prevent the leakage of air depends more on the care with which the joints
are made than on the material that is used in its construction. Some concrete
stoppings were found to allow large quantities of air to leak through them
because they were not .set into the rib, and new tongue-and-groove stoppings
were tight when carefully constructed. The amortized first cost is a small
item when compared with the maintenance and efficiency charges, and the
cost of cutting a latch in the rib is only a small part of the initial expense.
The preparation of grooves in the libs should, therefore, always precede the
erection of stoppings.

A general protest is being made again.st high velocities in the ventilating
currents in coal-mines. The practical facts on which this protest is based are
as follows : —

(1) The amount of power required to move a given volume of air increases
directly as the cube of the velocity. If leaky stoppings make it necessary for
the fan to deliver four times as much air as would be required if the stoppings
were tight, the cost of the power to move the larger vohime of air would be
sixty-foiir times that for the smaller volume.

(2) As the temperature and the relative humidity of the upcast at any
mine are approximately con.,tant throughout the year, the quantity of
moisture extracted from the dust will vary directly with the quantity of air
in circulation. If, therefore, the fan furnishes four times as much air as
would be required if the stoppings were efficient, the amount of water
extracted from the mines during cold weather would be increased nearly four-
fold. The drying-out of coal-mines in the winter causes a dangerous condition
to exist in the event of a blown-out or windy shot or the ignition of a pocket
of gas.

(3) The weight of fine dust that is in suspension in the mine air varies
approximately as the cube of the velocity of the ventilating current. This
relation has been established by W. H. Carrier, chief engineer of the Buffalo
Forge Comjjany, in exj>eriments to determine the weight of material which
can be handled by velocities above the critical speed. The greater the
velocity of the air, therefore, the larger will be the amount of fine coal-dust
that will be in suspension and deposited evenly along the entry-way ready to
assist in the propagation of an explosion throughout the mine.

It is evident that mine economy and mine safety require that stopping.s
along the main airways should be efficiently installed and maintained.

A. P. A. S.

4 TRANSACTIONS TILE NORTH OF ENGLAND INSTITLTK. [Vol. Ixvii.

Field Apparatus for Determining: Ash in Coal.— By C. E. Lesher, U. S.
Gcol. Surv., 1915, Bulletin No. G21-A, pages 1-12.

Many engineers, mine superintendents, and purchasing agents have
doubtless felt the need of a portable apparatus for determining the percentage
of asli in coal without having to wait some considerable time for the shipment
of a sample to the laboratory, for the performance of the laboratory work,
and for a report on the results. Such an apparatus — light, compact, and
portable, and which can readily be assembled by anyone and carried on a
handcar, a wagon, or a pack-horse — is described in this paper. The paper also
gives instructions for the use of the apparatus in such terms that it is believed
that any one, even without technical training, can in a short time make
tests with a degree of accuracy that will meet all but the most exacting
demands of commercial work.

The apparatus was designed to meet the needs of field parties of the
United States Geological Survey, and has been in successful use for three
years. It is simple to operate, and if used with a moderate amount of
care will determine ash with a possible error of less than 2 per cent. It
weighs (including the case) about 34 pounds, and is contained in a case
measuring 11 by 13| by 14 inches. A. P. A. S.

Explosibility of Gases from Mine Fires. — By Geohge A. Btjbeell and
George G. Oberfell. Bur. Mijies, 1915, Technical Paper No. 134,
pages 1-31.

This report presents the results of observations of gases produced during
mine fires, and the liability of such gases to explode. Information obtained
regarding the gases that caused the explosion allowed some conclusions to be
reached regarding the parts played by the combustible gases produced by
the fire and regarding the methane that was normally given off by the coal-
seam. Only those facts reported that have a distinct bearing on the study of
the gases produced during the fire are investigated. No attempt is made to
describe in detail the fighting of the fire, or all of the expedients that were
adopted for quenching it.

A mine fire was discovered in a certain drift coal-mine early in the after-
noon of a working day. The miners were immediately notified and left the
mine in safety. Two-and-a-half hours later a party of twelve men entered
the mine to discover the location of the fire. While the men were in the
mine the ventilating fan was reversed. About half-an-hour after the entrance
of the men into the mine an explosion happened, three of the men being
severely burned. Seemingly, the explosion happened shortly after the fan had
been reversed. It is believed that the fire started in a cut-through to an old
room, probably being due to the accidental lighting of brattice-cloth by a
miner's lamp. The cover over the mine varies from 150 to 300 or 400 feet.
There were many openings to the surface in the mine, making exclusion of
outside air difficult during the quenching of the fire. The following is a
rSsumd of the conclusions arrived at in the investigation : —

Although the methane that makes a mine gaseous is largely responsible
for explosions that take place when ventilation is stopped during a mine fire,
in the fire mentioned the inflammable gases — carbon monoxide, methane, and
hydrogen — produced by the fire itself were largely responsible.

Methane is the most dangerous gas as regards low limit of explosibility,
whereas carbon monoxide and hydrogen are especially dangerous because of
their wide explosive ranges.

Heat reactions between coal and air may be studied by comparing mine-
fire combustion processes with those in gas-producers, gas-retorts, and boiler-
furnaces.

In the destructive distillation of coal large amounts of hydrogen, carbon
monoxide, and the parafiin hydrocarbons (principally methane) are formed.

1<J16-1917.J XOIKS OF COLONIAL AND FORElt;X PAPERS. 5

At teniperaturt.'s> between 339'' and 1,100° Cent, the proportious may vary^for
methane, between 250 and 71 per cent.; for carbon monoxide, between 20 and
16 0 i^er cent. ; and for hydrogen, between 0 and 730 per cent. At low tem-
peratures the proportions of hydrogen and carbon monoxide formed are lower
than the proportion of methane; hence in low-temperature distillation in
mine lire.s the principal danger is from methane. As regards a mine fire that
has been burning for some time, it is probable that when the oxygen of the
air ha-s been so depleted that products of destructive distillation appear the
embers will have cooled to a ^^oiut where the low-temperature prodiicts are
given oil in largest quantity.

Carbon monoxide formed by the reducing action of hot carbon on carbon
dioxide is a highly important agent in some mine-fire explosions.

It is probable that water-gas (carbon monoxide and hydrogen), produced
by the action of steam on hot carbon, plays a relatively unimportant role in
causing mine-fire explosions. A. P. A. S.

Effects of Temperature and Pressure on the Explosibility of Methane-
and-Air Mixtures. — By G. A. Burrell and I. W. Robertson. Bur.
Mines, 1916, Technical Paper No. 121, pages 1-14.

The results of experiments to determine the effect of temperature and
pressure on the low limit of complete propagation of flame in mixtures of
methane and air are described in this paper. Temperatures up to 500° Cent,
and pressures of 5 atmospheres above atmospheric pressure and 250 milli-
metres below atmospheric pressure were employed. Experiments to deter-
mine the limits of inflammability of methane-air mixtures at ordinary tem-
peratures and pressures and to determine the effects of adding inert gases to
such mixtures have been described in other publications of the Bureau.*
The following conclusions are arrived at : —

When the initial temperature of methane-air mixtures is 500° Cent., tlie
low limit of complete propagation of flame of the mixtures is between 375 and
4 per cent, methane. As the initial temperature decrea.ses from 500° Cent.,
the low limit increases iintil at ordinary temperatui-es it is about 55 per
cent, methane. Differences in the initial temperature of as much as 200°
Cent, higher than ordinary temperature reduce the low limit from 5'5 per
cent, to lietween 498 and 5' 15 per cent, methane.

Initial pressures as high as 5 atmospheres have no effect in changing the
low limit of complete propagation of flame in methane-air mixtures. At
pressures between 250 and 300 millimetres of mercury, mixtures of methane
and air were not ignited by the igniting arrangement cho.sen.

The mixtures that will propagate flame at the lowest pressure contain
from 8"5 to 10 per cent, methane, and therefore are more sensitive to ignition
than mixtures near the upper and lower limits.

The results are important in that they show that pressure and temperature
conditions may vary over rather a wide range without affecting the explosi-
bility of methane-air mixtures. Inconsistent results that have been obtained
in the laboratory by different investigators on the limits of inflammation of
methane-air mixtures cannot be explained on the basis of slight variations in
temperatures and pressures. They depend rather on the nature of the source
of ignition, on the method of ignition, the size and shape of the containing
vessel, and, in some cases, on inaccuracies in mixing and analysing the gases.

As the low limit of complete inflammation for methane-air mixtures is
not changed at pressures as great as 5 atmospheres, it can be stated that even
in the deepest coal-mines the low limit is not different from the limit at
ordinary pressures. A. P. A. S.

*See abstracts in Trans. Inst. M.E., 1913-1914, vol. xlvii., page 808; and
vol. xlvi., page 694.

6 TKA.\s.\('ri(»\s rill'; noimii ok k.\(.la\I) ixsrn cik. [Vol. Ixvii.

Blackdamp in Mines. — By G. A. Burrell, I. W. lioBERTSON, and Q. (i.
Oberpell. Bur. Mines, 1916, Bulletin No. 105, pages 1-88.

The Bureau of Mines, in pursuing investigations looking to greater safety
in mining, has analysed samples of the air in many different coal-mines in the
United States, and has studied the analyses. This report presents the results
of one phase of this study, and shows how atmospheric air, after entering a
coal-mine, loses oxygen and gains carbon dioxide, with resulting formation of
60-calIed " blackdamp." The report also discus.ses the effects of the con-
stituents of blackdamp on men, on the burning of oil- and acetylene-lamps,
and on the exi)losibility of metliane. The following is a summary of the
rej)ort : —

The authors give as the most satisfactory definition of the term " black-
damp " " an accumulation of carbon dioxide and nitrogen in excess of the
percentage found in pure atmospheric air."

The principal factors that effect the changes in mine air are : (1) the
velocity with which the mine air traverses the mine passages ; (2) the amount
of coal with which it comes into contact; (3) the gaseous (methane) nature of
the seam ; (4) the nature of the coal as regards its power to react with oxygen ;
and (5) the temperatui-e and the wetliess of the mines.

Carbon dioxide miist be present in large proportions before it threatens
life. A proportion of 3 to 4 per cent, in air affects the breathing of most
people. Men may, however, work for a long time in such an atmosphere,
although their efficiency as workmen will be greatly affected, and they will
become fatigued quickly. The presence in air of as little as 1 or 2 per
cent, of carbon dioxide i.s not so much a matter of safety and comfort to
those who breathe it as it is of their efficiency as workmen.

Distress is caused in some people when the oxygen content falls to less
than 13 per cent. Rapid breathing is jjrodviced much more quickly by an
excess of carbon dioxide than by a corresponding deficiency of oxygen. The
important point to remember is that rapid breathing caused by carbon
dioxide starts long before there is any serious danger, whereas rapid breath-
ing caused by a deficiency of oxygen is a grave symptom, and points urgently
to serious danger.

By acclimatization people live the year round at high altitudes where the
air has an oxygen content, by weight, that is the same as that of an
atmosphere at sea-level containing 12 per cent, of oxygen by volume. People
unaccustomed to such atmospheres, if suddenly plunged into them, experience
severe distress. In an experiment conducted by the avithors, a man lost
consciousness temporarily when the oxygen content of an atmosphere he
breathed fell to 7 per cent.

Mice and canaries are about as resistive to low-oxygen atmospheres as
men; hence they cannot be u.sed by exploring parties to give warning of
atmospheres that are dangerously low in oxygen.

An excess of oxygen or a diminution of oxygen sucb as often occurs in
many mines, if present in buildings above ground where people congregate,
would be indicative of extremely bad ventilation. In mines having such an
excess or diminution the ventilation may, however, be excellent. In most build-
ings above ground, the problem of good ventilation is not to correct a
diminished content of oxygen or an increased content of carbon dioxide, but
to maintain proper temperature and relative humidity, and to keep the air
moving, although the presence of an excessive proportion of carbon dioxide,
moi-e than 01 or 0'2 per cent., may be a reliable indication of air that will
produce injurious effects on men. In these buildings the carbon dioxide
comes chiefly from the air exhaled by the persons present, and, if fresh air
is not admitted, invariably accompanies bad conditions, such as stagnant and
oppressive air, high temperature, and frequently high humidity. In coal-
mines the carbon dioxide is principally from the action of the oxygen of the
air on the coal, and 02 per cent, is frequently found in the cool, swiftly moving

1916-1917.] XOTES OF COLONIAL AM) FOREIGN I'APKKS. <

air of returns where 50,000 or more cubic feet of air is passing i>er minute.
Hence, a proport'on that accompanies good conditions of ventilation in a
coal-mine may indicate extremely poor conditions of ventilation in the room
of a house.

A similar statement applies to oxygen. The oxygen content is scarcely
ever normal in a coal-mine, owing to the gas being absorbed by the coal ; in
fact, a diminution of 1 per cent, is not uncommon. Siich a diminution in a
building filled with people would be accompanied by intolerable eonditions
of ventilation. Even in coal-mines, however, the oxygen content of the air
should not be allowed to become too low, and the authors believe that it should
not fall below 19 per cent. That this limit can easily be maintained in coal-
mines is indicated by many mine-air analyses made by the authors. The
maximum {jercentage of carbon dioxide allowed in English coal-mines is 1'25.

The principal cause of the depletion of oxygen in coal-mine air and the
increa.se of carbon dioxide is the reaction between the oxygen of the air and
coal. Some of the oxygen is actually held dissolved in the coal substance.
Part of the oxygen is converted into water, part into carbon dioxide, and
part (by far the larger part) is retained as combined oxygen to give com-
pounds richer in oxygen than the coal itself. Part of the carbon dioxide is
retained by the coal.

Explosive proportions of methane in air become non-explosive when the
proportion of oxygen in the atmosjihere falls below about 14 per cent. Carbon
dioxide has only a slightly greater effect in reducing the explosibility of
methane-air mixtures than nitrogen has; for instance, when the oxygen is
kept constant at 20 per ctMit., part of the nitrogen must be replaced by 10
per cent, of cai'bon dioxide iu order to raise the low limit for methane from
58 to 6'2 per cent.

The specific gravity of hlackdamp varies considerably in certain mixtures.
When methane is present, tlie combined gases may be lighter than air. Great
caution should be observed when one detects an accumulation of blackdamp
of lighter density than air, especially in coal-mines in which naked lights are
used, as this lesser density is probably due to the presence of methane.

Except directly over a fire area or close to a mine fire, a large proportion
of carbon dioxide (more than 3 to 5 per cent.) is unusual in the air of a
coal-mine.

An oil-fed flame becomes extinguished when the oxygen in air falls to
about 17 jjer cent. ; an acetylene-flame is extinguished when the oxygen falls
to about 12 or 13 per cent.

Lack of oxygen is the important factor in extinguishing lights. In some
experiments conducted by the authors, the oxygen content fell to 163 per
cent, before the flame became extinguished, but the presence of 10 per cent,
of carbon dioxide raised the extinguishing percentage of oxygen to 173.

Atmospheres that do not contain enough oxygen to support an oil-fed
flame (about 17 per cent.) may be explosive when the oxygen content is as
low as 14 per cent., if enough methane be present.

When a burning part of a mine has been successfully sealed, the composi-
tion of the atmosphere within changes. The oxygen decreases to a propor- '
tion (probably about 17 per cent.) that will not support flame; ultimately the
oxygen content becomes so small that the rate of combustion is extremely low
— so low that combustion entirely ceases, the embers cool, and the admission
of air when the mine is reopened does not rekindle them.

In 111 samples of gas from twenty-nine mines the average percentage of
carbon dioxide in the blackdamp was 115, and the average percentage of
nitrogen 89'5.

In six mines of twenty-two examined, the temperature was higher than
it should be (75° Fahr., wet bulb) under the best ventilating conditions.

Analyses of a large number of samples show how mine air changes as it
traverses the workings. The average composition of the blackdamp was 92

8 TRANSACTIONS THE NORTH Ol-' K.\(iLAM) INSTITITK. [Vol. Ixvii.

per cent, of carbon dioxide and 908 per cent, of nitrogen. Except for two
or three samples, in which carbon dioxide was high and the oxygen low, the
quality of the air was good.

As regards the unfavourable effect of blackdamp on men, on lights, and
on the explosibility of methane-air mixtures, the diminution of oxygen in the
atmosphere, resulting in the formation of more nitrogen, is mainly responsible.
The presence of carbon dioxide is far less important; hence the objection to
making the terms " blackdamp " and " carbon dioxide " synonymous.

Many of the mines of the Cripple Creek region are menaced with gas that
is loosely held in the rock strata and that issues at times into the mines, so
that workmen cannot enter certain drifts and occasionally a whole mine.
This gas, according to Lingren and Eansome, is of deep-seated origin, and
probably represents the last exhalations of the extinct Cripple Creek
volcano. It contains about 14 per cent, of carbon dioxide and 86 per cent,
of nitrogen. The gas is confined in the rock strata under very low pressure,
so that changes in outside atmospheric pressures affect its outflow.

A limited number of observations made by the authors indicate that the
direction of the wind influences the outflow of the gas.

Data i-egarding ventilation conditions in fifteen metal-mines other than
the Cripple Creek mines are shown. The average percentage of blackdamp
found in these mines was 267. The average composition of the

blackdamp was 93 per cent, of carbon dioxide and 907 per cent, of
nitrogen, or about the same as that found in coal-mines. In general, the
composition of the air in these metal-mines, as shown by the carbon dioxide
and oxygen content, was good. Difficulty is experienced, however, in keeping
down the wet- and the dry -bulb temperature. In many cases the tempera-
tures were so high as to be detrimental to health. A. P. A. S.

Determination of NitrogTcn in Coa.!. — By Arno C Fieldnee and Carl A,
Taylor. Bur. Mines, 1915, Technical Paper No. 64, pages 1-25.

The experiments described in this paper were undertaken in the course
of fuel investigations made by the Bureau of Mines, their purpose being to
ascertain which modifications of the Kjeldahl method are best adapted to the
determination of nitrogen in coal, and, if possible, to check the results with
the Dumas gas-volumetric method. The latter method, although difficult
and tedious, is generally regarded as being applicable to almost all classes of
organic compounds. In a series of determinations some of the best known
of the various modifications of the Kjeldahl method were used. Eight coals
were chosen to represent various types ranging in nitrogen content from
08 to 1"8 per cent. The following is a summary of the results obtained : —

(1) In determining the nitrogen content of eight different coals, the
highest and most concordant results in the shortest time of digestion were
obtained by the combined Kjeldahl-Gunning method when both mercury and
potassium sulphate were used, as proposed by Dyer. This confirms the results
obtained on other organic materials by Sherman . and Falk, Gladding,
Wedemeyer, Trescot, and the committee on fertilizer analysis of the American
Chemical Society.

(2) When 32 grammes of potassium sulphate were used with 30 cubic
centimetres of acid, no losses occurred between limits of 7 and 15 grammes
of potassium sulphate per 30 cubic centimetres of concentrated sulphuric
acid.

(3) As a catalytic agent mercury proved more effective than copper
sulphate, and for raising the boiling-point of the mixture potassium sulphate
was superior to phosphorus pentoxide.

(4) The official Gunning method did not prove applicable to coal, as the
results from digestion for four hours were 02 and 03 per cent. low.

(5) Modifications for nitrates or nitro compounds did not give appreciably

1916-1917.] -\UTKS OF COLONIAL AND FOREIGN rAl'EUS.

difiFerent results from tliose obtained with the ordinary Kjeldahl-Gunning
method.

(6) In no dotermiuatiou could low results be a.scribed to the addition of
potassium permauganat« in the u)anner described. On the other hand, it
seemed to promot* higher results when the digestion was incomplet-e.

(7) In all determinations, in order to insure a maximum yield of
nitrogen, it was necessary to digest coal approximately two hours after the
solution became colourless.

(8) An independent check on the absolute accuracy of the Kjeldahl-
Gunning method was obtained by determining the nitrogen in given samples
by the Dumas gas-volumetric method. The greatest difference in the average
values was 010 per cent, and the mean difference was 0"05 per cent.

(9) Errors in the Dumas method due to nitrogen from the fine copper
oxide were minimized by previously heating the oxide for several hours in a
vacuum, and cooling it in carbon dioxide, and by using "wire-form" oxide
pulverized to pass through a 40-mesh screen and to remain on a 100-mesh.

A. P. A. S.

Some Properties of the Water in Coal. — By Horace C. Porter and O. C.
Ralston. Bur. Mines, 1916, Technical Paper No. 113, pages 1-30.

In connexion with the analysis of coal, its destructive distillation, its
alteration during storage, and other phases of its industrial utilization., the
question of its water content is of interest and importance. This paper deals
with the manner in which water may he held in coal, and how its properties
and those of coal are affected by the condition in which it is held. Water
fonned in the decomposition of the coal-substanc« by heat is not considered.
The following is a general summary of the results obtained : —

Part of the water in coal is held more tenaciously than free water by
forces due to colloidal conditions, which, in a practical way, are manifested in
the following features : (1) the impossibility of drying coal completely in an
atmosphere not absolutely dry ; (2) the extremely hygroscopic character of dry
coal; (3) large changes in the moisture content and therefore in the weight
of some kinds of coal by changes in the hiimidity of the atmosphere; (4) a
more rapid drying-out of moisture from inature coals than from the younger
more hygroscopic coals, as, for example, from coal-dust in a mine with a
ventilating current of partial humidity.

These factors depend on the fact that part of the water in coal has a
vapour pressure below normal, and that the degree of deficiency in this
respect varies widely among diffei-ent coals.

The development of heat by wetting coal is dej>endent on the same
explanation as that of the lowering of vapour pressure — namely, the densified
condition of the water in the colloidal state — and consequently will vary
similarly to the lowering of vapour pressure in different coals.

The free extraneous water adhering to broken coal may vary between
very wide limits, as affected by the fineness of division and the kind of coal.

A. P. A. S.

Sand Teat for Detcrminingr the Strengrth of Detonators. — By C. G. Storm
and W. C. Cope. Bur. Mines, 1916, Technical Paper No. 125, pages
1-68.

In 1910, Mr. W. O. Snelling, then explosives chemist of the Bureau, devised
a direct method for testing the strength of detonators, which depended on the
extent to which a hard, brittle material of uniform granulation was pulverized
by the explosion of the detonator charge. The detonator was placed in a
suitable bomb, which was then partly filled with a given weighed quantity of
ordinary, clean, dry sand of uniform granulation (20 to 40 mesh), care being
taken that the detonator was approximately in the centre of the mass of

10 'I'KAXSAC rioxs I'lii'; voiriii op K.\(ij>.\.\i) i.Nsrrn ik . [Vol. Ixvii.

sand. The detonator was then tired, and tlie d<'gree of the resulting dis-
integration or pulverization of the sand was determined by removing the
sand from the bomb and sifting it through a series of standard sieves. The
total quantity of sand passing through the 4U-mesh sieve varied to a marked
degree with detonators of diffeient comniercial grades, but was remarkably
uniform for detonators of the same grade. Thus, tests of a number of
detonators from a given lot showed that the percentage variation in the
weight of sand pulverized was no greater than the percentage variation in
the weight of the charge.

In the preliminary work a total of about forty tests were made of different
samples of detonators and electric detonators varying in grade from No. 3,
containing a charge of approximately 0-5 gramme, to No. 6, containing
about 1 gramme of the usual mixtui-e of mercury fulminate and
potassium chlorate. The results obtained indicated that the method offered a
convenient and accurate means of determining the relative strength of
detonators, despite the fact that, as it measured only the physical effects
produced by the detonator, it appeared to be subject to most of the objections
that liave been advanced conc<'rning the various direct methods of testing
before mentioned.

In 1913 the writers began a systematic investigation of the sand test for
determining the strength of detonators, and they believe that the results
obtained justify the acceptance of this method of testing detonators as a
I'eliable means of determining the relative efficiency of tlie different grades of
commercial detonators.

As regards each of the fulminate compositions tested, the value established
by the sand test has been shown to be a definite function of the weight of
charge. It has also been demonstrated that the weight of charge of a given
composition in a detonator may be closely estimated from the quantity of
sand pulverized in the sand test of the detonator.

The relative efficiencies of the various fulminate compositions tested, as
indicated by the quantity of sand crushed by each when subjected to the
sand test, have been shown to ]>e conparable with their relative efficiencies in
causing complete detonation of nitro-substitixtion compoixnds of varying
degi'ees of sensitiveness to detonation.

If the efficiency of a detonator in crushing sand and in causing the
detonation of nitro-substitution compounds may be taken as a measure of its
efficiency in practical work in detonating blasting explosives, such as the
nitroglycerin dynamites, the sand test fulfils every requirement of a practical
test of the " strength " of commercial detonators.

So far as the authors are aware, no practical test based on i-elative ability
to bring about complete detonation and develop the maximum energy of
nitroglycerin explosives, and yet siibject to such influences as normal varia-
tions in density and uniformity of composition of the explosives, thus per-
mitting accurate comparison of detonators, has yet been devised, but it is
believed that the results of such a test would confirm those of the sand test.

A. P. A. S.

Analysis of Permissible Explosives. — By C. G. Storm. Bur. Mines, 1916,
Bulletin No. 96, pages 1-88.

Permissible explosives are those that have passed the tests prescribed by
the Bureaii of Mines for explosives intended for use in coal-mines, and are
therefore recommended by the Bureau as suitable for this class of work when
used under the presci'ibed conditions. The tests for permissible explosives
and the conditions prescribed for their use are described in Miners' Circular 6
of the Bureau. Up to June 1st, 1915, 168 explosives had been classed as
permissible explosives; 133 of them were then on the Bureau's "permissible
list," and 35 had been withdrawn by the manufacturers.

l'Jl(J-1917.] -NOTES OF COLONIAL AND FOKKIGN TAl^ERS. 11

lu addition to the required physical tests, each explosive is subjected to
a complete chemical examination in order that its exact composition may be
known, and also that the composition of future samples of the same explosive
collected in the field may be compared with that of the sample which
originally passed the Bureau's tests, for by such comparison it may be
possible to ascertain whether or not the explosive ajj supplied to the miner
is still " jjermissible . "

The Bulletin is published primarily for the purpose of informing manu-
fiuturers of such explosives as to the methods used by the Bureau of Mines in
the analysis of samjjles received for tests to determine their permissibility.
Such information may be of no value in cases of possible controversy over the
results obtained in the analysis of a field sample as compared with those
obtained in analysing the sample originally tested by the Bureau. In
addition, a description of the methods used by the Bureau of Mines in the
analysis of exiilo.iivf- should b? of assistance to the many chemists engaged in
similar analytical work. A. P. A. S.

Shot-firing- in Coctl-mines by Electricity Controlled from Outside. — By

H. H. CivAEK, N. V. Beeth, and C. M. Means. Bur. Mines, 1915,
Technical Paper No. 108, pages 1-36.

For the sake of brevity the system of shot-firing discu.ssed in this paper
is termed "outside-firing system" or "outside system." The purpose of an
outside-firing system is to provide the means for firing shots when no one
is in the mine, in order to eliminate com.pletely any risk to life that may
attend blasting. This pajjer does not discuss the jnerits of the outside-
firing system as compared with other measures for ensuring safety to und<>r-
ground workers, but reviews the principal features of some existing outside
firing systems, in order to .set forth the essential features that should be
considered in the design and installation of such a system, and to advocate
practices that will a.ssure the satisfactory accomplishment of its purpo.se.
The existing systems described herein are not necessarily held up as models,
although the operation of most of them has been gratifyingly successful. Tlie
recommendations contained in this pajier concerning outside shot-firing
systems ai-e es.sentially as follows : —

(1) An outside firing system should not ]ye u.sed without a suitable
checking system.

(2) The source of power should have a momentary capacity of not less
than 30 kilowatts for a mine of average size. It may supply either alternat-
ing or direct current.

(3) It is recommended that 250 volts be u.sed where conditions permit,
but 500 volts must be used where distances or the numljer of shots to be
fired exceed the limits that can Ije satisfactorily handled by 250 volts.

(4) The shot-firing panel should l)e well mounted and hou.sed, and should
be provided with two single-pole circuit-breakers, a double-pole switch, and
an ammeter. A switch should also l>e provided for disconnecting the panel
from the source of power.

(5) Wires of power circuits should not lie u.sed for shot-firing conductors
if such a practice reduces the factor of safety of the system.

(6) All shot-firing conductors should be insulated.

(7) All parts of the shot -firing circuits should be supported on insulators.
Dry wood will lie satisfactory for the insulators of room wires, but is not
recommended for any other part of the circuit.

(8) Conductors should not be less than No. 14 (B. & S.) gauge in rooms.
No. 10 in cross entries, and No. 8 elsewhere.

(9) Each .system should l>e considered by itself in the light of the con-
ditions that surround it, and conc^uctors larger than the minimum recom-
mended .should be used if the distances and number of shots involved require
the use of larger sizes of wire.

12 TRA.VSAC'TIOXS IllK NOlMIl (»K K.\(.LA\I) INSIIIITK. [Vol. Ixvii.

(10) Arraugomeuts should be made so that a large ga]), as a protection
against lightning, can be oi)ened in each side of the shot-firing circuit under-
ground, at or near the point where the circuit enters the mine.

(11) There should be not le.ss than four switches or their equivalent
between the detonators and the source of power. At least three of these
switches should }ye locked. The cross-entry switches should be inclosed in
locked boxes.

(12) Detonators should be connected in multiple.

(13) Connexion between detonators and the room wires should be made by
men specially commi^vsioned to perform this duty. A. P. A. S.

Effects of Atmospheres Deficient in Oxygren on Small Animals and on
Men. — By Gkokge A. Burrell and G. G. Oberfell. Bur. Mines, 191.5.
Technical Paper No. 122, pages 1-12.

In studies of the composition of mine atmospheres as related to the health
and safety of miners, the writers of this paper have observed that small
animals, such as mice and canaries, are not quickly sensitive to atmospheres
deficient in oxygen, and hence may not indicate to exploring parties in mines
that the oxygen content of an atmosphere is dangerously low. For this reason a
scries of tests were conducted in order to determine the sensitiveness of
canaries and mice to such atmospheres; also, some information was obtained
as to the effects of such atmospheres on men. The results of these experi-
ments may be summarized as follows : —

Atmospheres that are deficient in oxygen begin to affect men when the
percentage of oxygen is about as low as that affecting canaries and mice.
Canaries are slightly more susceptible to " oxygen want " than are mice.
In mixtures of air and nitrogen containing about 76 to 7'8 per cent, of oxygen,
canaries show pronounced distress. When the oxygen content is about 7 per
cent., mice show considerable distress, and a man is in grave danger of
dying; hence canaries and mice should not be used by exploring parties in
mines to show when men unequipped with breathing-helmets should retreat
because the atmosphere is low in oxygen.

Mice and canaries, especially the latter, are chiefly of value for indicat-
ing to exploring parties the presence of dangerous proportions of carbon
monoxide. In an atmosphere in which oil-fed lamps will not bum, an
exploring party should not depend upon canaries for further guidance, but
should u.se breathing-apparatus in advancing into the atmosphere.

A. P. A. S.

MECHANICAL ENGINEERING.
Heat-transmission Througrh Boiler Tubes. — By Henry Kbeisinger and
J. F. Barkley. Bur. Mines, 1915, Technical Paper No. 114, pages
1-36.

This report presents the results of a study of the transmission of beat
through the metal of the heating plate, the temj>eratures of the surfaces of
the plate being measured while the boiler is in operation. A large number of
temperature determinations were made of both surfaces of a tube of a Heine
boiler, and, while the.se temperatures were being determined, the average rate
of evaporation was obtained by measuring the water fed to the boiler. The
relations between the temperatures were studied by means of charts. The
deductions from these studies can be briefly stated as follows : —

The temperature-drop from the hot products of combustion to the tube of
the boiler is high, whereas that through the metal of the tube itself and from
the metal to the boiler-water is low. In other words, the metal of the
boiler-tube is nearly at the same temperature as the boiler-water. The tem-
peratures also indicate that as long as the water side of the heating place

1916-1917.]

NOTES OF COLONIAL AM) FOKEIGX PAl'EKS.

iri free from scale, oil, or other deposit, the metal of the boiler-tubes can not
be overheated, even though the boiler is worked at several times its rated
capacity.

From these deductions it follows that in computing the heat losses
through pijje-coveriugs the resistance to the heat-flow through the metal of the
pipe can be dropped out of the problem and only the resistance of the
covering material considered — that is, it is safe to assume the inside surface
of the covering to be at the same temperature as the steam.

These deductions hold true only for saturated steam. With superheated
steam and hot water, both of which give ojff heat by a drop in temperature,
the results would xevy likely be greatly modified. A. P. A. S.

ADMINISTRATION AND STATISTICS.

Mineral Production of India, during- 1914 and 1915. — By H. H. Hayden.
Rec. Geol. Surv. India, 1916, vol. xlvii., jjages 144-195.

The following table has been compiled from the statistics contained in
this report, and shows the quantities and values of the more important
minerals produced during the years 1914 and 1915 : —

1914

1915

Increase or

Mineral.

decreage
in value

Quantity

Value.

QuaniitF

Value.

over 1914.

Per cent. 1

Agate

101

175

508

1,019

-1-

482-3 1

Alum, in cwts.

8,731

4,649

7,026

4,393

5-5

Building materials,

etc.

—

218,879

—

204,652

Chromite, in tons . .

5,888

2,611

3,767

3,531

-t-

35-2

Clay, in tons

54,740

2,792

64,139

3,834

37-3

Coal, in tons

16,464,26.3

3,907,380

17,103,932

3,781,064

3-2

Copper-ore, in tons

5,324

7,294

8,885

14,381

97-2

Corundum, in cwts.

2,360

447

1,246

277

380

Diamonds, in carats

54-65

791

35-99

603

23-8

Garnet, in cwts.

464

4,806

115

99-8

Gold, in ounces

607,388

2.338,355

616,728

2,369,486

1-3

Gypsum, in tons . .

22,268

979

22,563

979

—

Graphite, in tons . .

—

158

—

Iron-ore, in tons . .

441,674

40,665

390,270

31,886

21-6

*Jadeite, in cwts. . .

2,9.59

40,092

5,001

52,070

29-9

1 Lead and lead- ore.

in tons

33.685

202,330

42,283

316,182

56-2

fMagnesite . .

399

557

7,450

3,973

613-3

Manganese-ore, in

tons

682,898

877,264

450,416

929,546

5-9

*Mica, in cwts.

40,506

237,310

27,139

183,947

22-5

Monazite, in tons . .

1,186

41,411

1,108

33,238

19-7

Ochre, in tons

608

1.57

476

459

192-4

Petroleum, in galls.

259,342,710

958,565

287,093,576

1,256,803

311

Platinum, in ounces

36-7

213

17-7

100

530.

Ruby, sapphire, and

spinel, in carats .

304,872

43,133

251,449

36,298

15-8

JSalt and rock-salt,

in tons

1,348,225

483,289

1,745,522

660,254

-1-

36-6

Saltpetre, in cwts.

15,489

272,462

18,098

373,891

37-2

Samarskite, in cwts.

. —

121

—

1000

Silver, in ounces . .

236,446

26,896

284,875

31,150

-t-

15-8

Steatite, in tons

999

4,146

—

2,578

-1-

37-8

Tin and tin -ore, in

cwts.

7,359

38,203

11,184

54,980

-1-

43-9

Tungsten-ore, in tons

2,326

178,543

2,645

296,772

66-2

Zinc-ore, in tons . .

8,000

10,762

196

174

98-4

Export values. f Value f.o.b. at Indian ports. | Prices without duty.

]4 1 KANSAt'llONS IIIK NOKl'll OK K.NC.LAM) INS'l 11 ITK. [^'ol. Ixvii.

There luis been an increase of 7 per oent. in the value of the total
mineral production ovor that of the previous year, and this value is now for
the first time over 10 million {xjuiids sterling. The increase in value is highly
satisfactory in view of the many disturbing factors introduced by the war;
and an analysis of the figures shows that only a few Indian industries have
been affected adversely, while many of them have profited considerably by the
higher prices realized during the year 1915.

Of the eight leading industries only one (namely, coal) shows a decrea.se in
the value of its output; at the same time, although the -value has decreased,
the actual quantity produced has increa.sed considerably, and has risen from
a little under 16| million tons in the preceding year to over 17 million tons.
This considerable fall in the price of coal is due directly to the scarcity of
steamers and the consequent restriction of exports from Calcutta to other
Indian ports. In the ca.se of mangane.se-ore the relationship between the
value and the amount of the outpiit was exactly the rever.se of that in the
case of coal, for the actual output during the year 1915 was nearly 34 per cent,
less than that of the preceding year, whereas the value of the exports was
considerably higher; this again was due to the unnatural conditions intro-
duced by the war. Similarly, the action of the British Government in fixing
the price of tungsten-ore at 55s. per unit has resulted in a proportionate
increase in value of the output of wolfram. Another mineral of which the
output was affected by the war is mic;i, the trade in which was reduced by
the restriction of exports to British countries and to a few neutrals. The
export of zinc-ore also has practically ceased; in previous years the zinc
concentrates from the Bawdwin Mines had been sent to Germany and
Belgium for reduction. The difficulty of obtaining graphite has caused a
slight revival of attempts to work the deposits known to occur in the province
of Bihar and Orissa. A small quantity of the material was extracted towards
the end of the year under j-eview, and it is hoped that this will lead to a
further revival of the industry. The garnet indu.stry of Rajputana has been
completely suspended, owing to the absence of demand for cheap stones of that
description A. P. A. S.

W.H.,. .MEM.,KrAi, Hall. ani. Offices of The Nokth ok Enuland iNsTiTrTE „f Minin,
AND Mechanical Engineers, Newcastle-upon-Tyne.

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

900

800

700

600

500

400

300

200

100

/ 161

eostf

9L6L

09 1 Li

51.61.

fi«n

tiei.

cfSi

ei6L

EZ5L

510L

8651

11.6L

■SfrSl

OLBl

19EI

6061.

8581

8061

8Gei

Z06I.

ZObl

906t

6fei

S061

seei

1-061

OQEl

£061

51EI

506L

8E51.

1061

9551

0061

9E5L

6691

6151

8681.

1 ,

09U

Z681

9Ul

968L

0501.

S681

9E6

tee I

ELS

£681

otz

5681

169

1681

0Z9

0681

98C

6881

/89

8881.

1-69

Z881

15/

988L

Ot/

9881

t/Z

t'881.

£58

£881

5E8

5881

618

188L

198

0891

Z68

6Z81.

fr£6

8Z8L

896

ILQV

I.Z6

9Z81.

9L6

<3Z8L

1 ,

IrSS

*Z8l

Z18

EZ81

t .

59Z

5Z8L

05Z

U8l

959

0Z81

919

698 L

1*9

8981

66*

Z981

69*

998 L

80*

598 L

98E

»^98l.

1 1

5*B

8981

OEE

5981.

;

95S

1981

05E

0981

0Z5

6S8L

995

898L

*95

/<5R1

095

9381

EE5

9981

|X-

081

*98l

5ZL

8981

E*l

c
c

OOO OOO OO O OOOOOOOO QO

OOO OOO OO ooooooooooo

o>mt~-<oia-*mci "oa»eo'-<DU5-*roc4-

= '-'-'-'•'• — =— c = = — '

THE NORTH OF ENGLAND INSTITUTE

iiiiiifi aiib PfcljMrral iugrirerrs,

ANNUAL REPORT OF THE COUNCIL

AND

ACCOUNTS FOR THE YEAR 1916-1917:

LIST OF

COUNCIL, OFFICERS AND MEMBERS

FOR THE YEAR 1917-1918; ETC,
AND ROLL OF HONOUR.

1916-1917.

.VEV7CASTLE.UP0X.TyNE: PUBLISHED BY THE INSTITFTP

ivi.<iir.i), I, ON HON ASV NeIVCASTLE-UPON-TyNK.

1917.

CONTENTS.

Annual Report of the Council, 1916-1917 ... ... ... v

Annual Report of the Finance Committee, 1916-1917 ... ... ... ix

The Treasurer in Account with The North of England Institute of Mining

and Mechanical Engineers for the Year ending June 30th, 1917 ... x
The Treasurer of The North of England Institute of Mining and Mechanical

Engineers in Account with Subscriptions, 1916-1917 ■•. ... xii

General Statement, June 30th, 1917 ... .. ... ... ... ... xiv

List of Committees appointed by the Council, 1917-1918 ... ... ... xv

Representatives on the Council of The Institution of Mining Engineei's,

1917-1918 XV

Officers, 1917-1918 ' xvi

Patrons xvii

Honorary Members .. .. ... ... ... ... ... ... xvii

Members ... xviii

Associate Members ... ... ... ... ... ... ... xliii

Associates ... ... .. ... ... ... ... ... ... ... xlvi

'Stiulents lii

vSiihscribers ... ... ... ... ... ... .. ••• liii

Roll of Honour Ivi

ANNUAL KEl'OUT Oi' THE COUXCIJ..

THE :sURTH OF ENGLAND INSTITUTE OF MINING
AND MECHANICAL ENGINEEH8.

ANNUAL KKPURT OF THE COUNCIL, 1916-1917.

The Institute has sustaiued a great loss due to the deaths
of several members. Mr. John Herman Merivale, who was
elected a meml)er in the year 1877, served on the Council from
the year 1886, and was elected President in I9(J6. He acted as
Bonorary Secretary from 1908 to 191-4, and as Secretary from
1914 until his death. He contributed s^^everal papers to the
Transactions, aud was always prominent in the various discus-
sions, whilst he always took a great interest in the affairs of the
Institute.

Mr. Thomas Edgar Jobling, who was elected in 1876, served
on the Council from 1897 to 1913, and was a vice-president until
his death. Also Mr. John Philip Kirkup, who was elected a
member in 1891, and served on the Council for several years.
He also contributed to the Transactions.

The Council also deplore the loss of the following members,
killed in the European War: — Hugh Clarkson Annett,
George Fenwick Hedley Charlton, George Jacobs, and Hugh
Russell Wilson, and of the following gentlemen who died during
the year: — Members: Joseph Armstrong Dixon, Charles
Augnistus Harrison, Bedford McNeill, J. P. Iv. Miller, Rokuro
Oshima, and Francis Holborrow Glynn Price. Associate:
Robert Archibald Rutherford.

The resignations (25) include the following: — Honorary
members: William Nicholas Atkinson, Hugh Johnstone, and
Robert McLaren. Members: Richard Donald Bain, Thomas
Lionel Bates, Ralph Richardson Brown, William Burn Foster,
Henry Jepson, Frank Klepetko, Thomas Thomson Rankin, and
Berent Conrad Willoughby. Associate members: Alfred
Strathmore Bowes, Cecil Chipper, Joseph Fairless, T. J. Foster,
Arthur Jamieson Haggle, and Patrick Marshall. Associates:
Matthew AVilliam Archer, Henry Armstrong, Thomas Clark,
Federico de la Cruz y Diaz, Thomas Mclvie, Charlie Sharpe
Magee, George Ross Pratt, and Robert Powley Wild.

The following gentlemen (16) have ceased to be members
during the past year: — Members: Sidney Acutt, Thomas
Adamson, Philip Allan, George B. Burchell, Irving Rider
Gard, William Greaves, Robert Alfred Harle, Clement Jones,
Robert Van Arsdale Norris, George Paley, William Poole,
Frederick James Price, and George Yerny. Associate: George
Arthur Hawes. Student: Edward Roderick Mutch. Sub-
.scriber: The British Thomson-Houston Com])aiiy, Limited.

ANNUAL HEPORT OF THE COUNCIL.

The Council is i)lea.s('(l to report an increase in the member-
shij). The additions to tlie register, and the losses b^- death,

resignation, etc., are i

shown

in the f

oUoAvii

ig table

: —

i9n.

1912.

1913.

1914.

1915.

1916.

1917

Additions ... 72

101

Losses ... 91

105

Gain —

—

Loss 19

—

The membership f

or the

last six

years is shown

in the

follow.

ing table : —

Year ended August Ist.

1S12.

1913.

1914.

1915.

191fi.

1917.

Honorary members

.. 24

Members ...

893

874

846

824

780

804

Associate members

. 101

100

Associates

. 204

205

206

207

205

190

Students

Subscribers

Totals

1,298 1,273 1,242 1,214 1,160 1,203

A list of members serving with His Majesty's Forces at home
and abroad is being compiled, and, in order to make the same as
complete as possible, the Council will be pleased to be advised
of any member serving.

The Library has been maintained in an efficient condition
during the year; the additions, by donation, exchange and pur-
chase, include 81 bound volumes and 20 pamphlets, reports, etc. ;
and the Library now contains about 15,790 volumes and 605
unbound pamphlets. A card-catalogue of the books, etc., con-
tained in the Library renders them easily available for
reference.

Useful service to the profession would l)e rendered by the
presentation of books, reports, plans, etc., to be preserved in the
Library, and thereby become available for reference.

During the year Messrs. Patterson and Company, and Mr.
Charles Henderson presented lamps to the collection which the
Institute is forming to replace that destroyed by fire at the
Brussels Exhibition.

The gallery of portraits of past-presidents of the Institute
has been added to during the year, Mr. Thomas Young Greener
having presented his portrait.

Exchanges of Transactions have been arranged, during the
year, with the University of California, Surveyors' Institution,
Huddersfield Engineering Society, and the Queensland
Government.

The Saturday afternoon lectures for colliery engineers,
enginewrights. and apprentice mechanics arranged to take place
at Armstrong College are still suspended on account of the war.

Mr. Thomas Douglas continues to represent the Institute as a
governor of Armstrong College, and Mr. John Robert Robinson
Wilson, in conjunction with the President (Mr. Frank Coulson),
represents the Institute on the Council of the College.

ANNUAL REl'ORT OF THE COl'XOII . VII

Mr. lliomas Yuuug Uieener has been appointed to represent
the Institute upon the Board of Directors of the Institute and
Coal Trade Chambers Company, Limited.

The President continues a Representative Governor upon the
Court of Governors of the University of Durliani CoUeg-e of
Medicine durinp- his term of office.

The representatives of the Institute upon the Council of The
Institution of Mining- Engineers during the past year were as
follows: — Messrs. E. S. Anderson, Sidney Bates, W. C.
Blackett. E. 0. Brown, W. Cochran Carr, Frank Coulsou,
]>enjamin Dodd, T. Y. Greener, Eeginald ( juthrie, Samuel Hare,
A. M. Hedley, Philip Kirkup, C. C. Leach, Henry Louis, W. C.
Mountain. E. E. Ornsb}', M. W. Parrington, Walter Eowley,
F. E. Simpson, John Simpson, W. 0. Tate, J. E. E. AVilson,
W. B. Wilson, and E. Seymour Wood.

Under the will of the late Mr. John Daglish, funds have been
placed at the disposal of Armstrong College for founding a
Travelling Fellowship, to be called the " Daglish " Fellowship,
candidates for which must be nominated by the Institue. No
application was made for this Fellowship for the year 1917.

The G. C. Greenwell gold, silver, and bronze medals may be
awarded annually for approved papers " recording the results of
experience of interest in mining, and especially where deductions
and practical suggestions are made l)y the writer for the avoid-
ance of accidents in mines."

A G. C. Greenwell silver medal has been awarded to Prof.
W. G. Fearnsides for his paper upon " Some Effects of Earth-
movement on the Coal-Measures of the Sheffield District (South
Yorkshire and the Neighbouring Parts of West Yorkshire,
Derbyshire and Nottinghamshire)."

A prize has been awarded to the writer of the following
paper, communicated to the members during the vear 1916-
1917: —

" Some Practical Notes ou the Ecouomical Use of Timlxr in Coal-mines. "'
By Mr. Fang Chnn Lee, Assoc. I.M.E.

The papers printed in the Transactions during the year are
as follows : —

'■' Some Practical Note.^ ou the Economical Use of Timber in Coal-mines."

By Mr. Fang Chnn Lee, Assoc. I.M.E.
"The Horsley and Nicholson Automatic Compound Syphon.'* By Mr.

George R. Nicholson.
"Further Notes on Safety-lamps." By Mr Simon Tate, M. I.M.E.

The Institute has received a legacy of £500 from tlie executors
of the late George May, the income from which is to be used for
purchasing a prize or prizes to be given annually to any of its
students as the Council may think fit, ,mch prize or prizes to be
called the " George May " Prize or Prizes.

The rooms of the Institute have been used, during the year, by
the Briti.sh As.sociation for the Advancement of Science; the
Xewca.stle-upon-Tyne Economic Society: the Newcastle-upon-
Tyne and District Branch of the British Foundrymen's
As.sociation : the Newcastle Local Section of the Institution of
Electrical Engineers; the North-East Coa.st Institution of

ANNUAl- RETORT OF THE COUNCIL.

Engineers and Shipbuilders; the Newcastle-upon-Tyne Boy
Scouts' Association ; and the Northern Section of the Coke Oven
Managers' Association.

No excursion meetings have been held during the year. The
Council hope to re-arrange the postponed excursion to Eskmeals
on the conclusion of the war.

Meetings of The Institution of Mining Engineers were held
in Glasgow in September, 1916, and in London in June, 1917.

ANNUAL RBrORT OF THE FINANCE COMxMlTTEE. ix

A.XXLAL KEPUEl UF THE FINANCE COMMITTEE,

1916-1917.

A statement ut accouiit.s fur the year euding .June 3Utli, 1917,
duly audited, is submitted lierewith by the Einance Committee.

The total receipts, includiug £117 18s. lUd. received for
returu of income tax for tlie years ending April 5th, 1914, 1915,
and 1916, were £2,896 17s. 6d. Of this amount £'63 12s. was
paid as subscriptions in advance, leaving £2,863 5s. 6d. as the
ordinary income of the year, as compared with £2,372 8s. in the
previous year. The amount received as ordinary subscriptions
and life-composition for the vear was £1,962 19s., and arrears
£381 Is., as against £1,792 and £202 19s. respectively in the
year 1915-1916. Transactions sold realized £7 Os. 9d., as com-
pared with £2 16s. 6d., and the amount received for interest on
investments was £39U 5s. lid., as compared with £417 Os. 6d.
the previous year. The income received 63- the George May
Prize Fund for the year was £21 13s. 7d., and the expenditure
7iil.

The expenditure was £2,357 4s. 8d., as against £2,370 2s. 7d.
in the previous year. Increases are shown in salaries and wages,
rent, rates and taxes, library purchases, printing, stationery,
incidental expenses, and contributions to The Institution of
Mining Engineers. Decreases are shown in insurance, heating,
lighting and water, furniture and repairs, postages, cleaning of
hall and offices, travelling expenses, and reporting.

The balance of income over expenditure was £539 12s. lOd.,
and adding to this the amount of £623 19s. lid. from the
previous year, and deductino- £670 Os. 2d. invested in Govern-
ment securities, leaves a credit balance of £493 12s. 7d.

The names of 28 persons have been struck off the membership
list in consequence of non-payment of subscriptions. Tlie amount
of subscriptions written off was £161 Is., of which £79 14s. was
for sums due for tlie year 1916-1917, and £81 7s. for arrears.

It is probable that a considerable proportion of this amount
will be recovered and credited in future years. Of the amount
previously written off £157 9s. was recovered during the past
year.

F. COULSON, President.
August 4:th, 1917.

X ACCOUNTS.

Dk. Thk Tkkast i(i:i( i\ Account with Tjik Nohtii or England

lolJ TUK YeAU KNDIN»

June 30th, 1916. £ s. d.

To balance of account at bankers : dciwsit account ... 250 0 0

,, ., ,, ,, current account ... 323 6 2

,, ,. in Treasurer's bands ... ... .. ... 50 13 9

June 30tb, 1917.
To 6 J per cent, dividend on 207 shares of £20 eacli in the

Institute and Coal Trade Chambers Company,

Limited, for the year ending June 30th, 1917 ... 2fi9 2 0
,, interest on mortgage of £1,400 with the Institute and

Coal Trade Chambers Company, Limited ... ... 49 0 0

., dividend on £340 consolidated 5 per cent, preference

stock of the Newcastle and Gateshead Waiter

Company ... ... ... ... ... ... 17 0 0

,, dividend on £450 ordinary stock of the Newcastle and

Gateshead (las Company ... ... ... ... 19 2 6

,, interest on £823 13s. 9d. 5 per cent. War Loan, 1929/

1947 27 11 5

.. interest on bank deposit account ... ... ... 8 10 ()

G23 19 11

390 5 11
To sales of Transactimi.s ... ... ... ... ... 7 0 9

„ incouie tax for years ending Ajjril 5th, 1914, 1915 and

1916, returned 117 18 10

To StTBSCRIPXIONS FOR 1916-1917. AS FOLLOWS : —

600 members ... .^ (& £2 2s. 1,260 0 0

66 associate members ... ... (w £2 2s. 138 12 0

150 associates @ £1 5s. 187 10 0

16 students @ £1 5s. 20 0 0

20 new members ... @ £2 2s. 42 0 0

3 new associate members ... ... @ £2 2s. 6 6 0

20 new associates ... ... ... @ £1 5s. 25 0 0

1 new student ... ... ... @ £1 5s. 15 0

49 new subscribing Krnis ... ... ... ... 144 18 0

■ 1,825 11 0
35 subscril)ing Brnis ... ... ... .., ... 113 8 0

1 member paid a life-composition ... . , ... 24 0 0

1.962 19 0

Lex.s, subscriptions for current year paid in advance

at the end of last year ... ... ... 21 0 0

1,941 19 0
Add. arrears received ... ... ... ... ... 381 1 0

2.323 0 0
Add, subscriptions paid in advance duiing oirrent

year 33 12 0

2,356 12 0
To British Association for the Advancement of Science, foi-

services rendered at Newcastle-upon-Tyne Meeting 25 (» 0

To (ieorge May prize fund

Interest received on War Loan ... .. 21 13 7

£3,542 11 0

ACCOUNTS. XI

Institute of Mininu and Mechanical I2noinkei{s Cr.

June 30th, 1917.

June 30th, 19J 7. £ s. <l. £ s. d

By salaries and wages

„ insurance

„ rent, rates, and taxes

., heating, lighting, etc.

„ furniture and repairs

,, bankers' charges

„ library

,, printing, stationery, etc. ...

,, postages, tcle])hones, etc. ...

,, incidental e.\j)enses

„ expenses of meetings

,, cleaning of hall and offices

,, travelling expenses

,, prize for paper

,, reporting general meetings

£ s.

(I.

504 2

27 17

54 7

23 14

5 9

21 0

15 6

136 17

103 8

74 4

22 4

34 15

1 1

10 10

By International Corrcsjwndence Schools: Mining books

for men interned in Holland ... ... 10 0 0

.. British Association for the Advancement of Science,
Newcastle-upon-Tyne Meeting : 20 ]ier cent, of
amount guaranteed ... ... ... ... 20 0 0

1 ,035 9 7

30 0 0
By 'J'lie Institiition of .Mining Kiigineers:

Calls, etc 1,294 15 3

/yC.v.v, amounts ]iai(l by authors for e.\c(M-pts ... 3 0 iJ

1.291 15 1

2,357 4 8

By £500 War Savings Certificates 387 10 0

,. £297 7s. 6d. 5 per cent. War Loan. 1929 1947 282 10 2

By l)alance of account at bankers ... ... ... ... 433 18 2

,, ,, in Treasurer's hands ... ... ... ... 59 14 5

493 12 7

By (ieorge May prize fund :

Balance at bank ... ... ... ... ... 21 13 7

£3,542 n 0

XI] ACCOUNTS.

Db. The Thkasiikek of The North of Knoland Insthtte of Mjning

£ s. a. £ 8. d. £ I. d.

To 78U nieuibers.

51 of whom have paid life-compositions

729

7 not included in printed list.

•36

1 paid a life-coinjiosition

(w £2 2s

To 8!S associate members.

10 of whom have paid life-compositions.

(w £2 2s.

1.545 12 0
2-4 0 0

16.S It) 0

To 205 associates,

1 of whom has paid a life-composition.

204

2 paid as members.

202

1 not included in printed list.

203 ' (& £1 5s.

To 26 students @ £1 5s

To 36 subscribing firms

To 21 new members @ £2 2s.

To 3 new associate members @ £2 2s.

To 20 new associates @ £1 5s.

To 1 new student @ £1 5s

To 49 new subscribing firms ..

To arrears, as per balance-sheet, 1915-1916 ...

Add. arrears considered irrecoverable, but since paid ...

To subscriptions paid in advance during the current year ...

253 15 0

32 10 0

115 10 0

44 2 0

6 6 0

25 0 0

1 5 0

144 18 0

433 11 0

157 9 0

2,135 3 0

221 11 0

501 0 0
33 12 0

£2,981 6 0

ACrOT'NTS. Xlll

AHo Mbchanical KwarNBRBS IN Account with Subscbiptions, 1916-1917. Cb.

struck; opf
paid. unpaid. list.

£ s. d. £ s. d. £ s. d.

By 3 new associate members, paid @ £2 2s. 6 fi 0

By 20 new associates, paid ... @ £1 5s. 25 0 0

By 1 new student, paid ... @ £1 5s. 15 0

By 49 new subscribing firms, paid ... ... 144 18 0

By arrears

2.841. 0 0

By subscriptions ])aid in advance during the

current year ... ... ... ... 33 12 0

By 600 members, paid @ £2 28. 1,260 0 0

109 „ unpaid ... (5) £2 2s 228 IS 0

2 „ resigned ... @ £2 2s 4 4 0

4 „ dead @ £2 2s 8 8 0

21 „ struck off list @£2 2s 44 2 0

736

1 ,, paid life-composition ... 24 0 0 .....

By 66 associate members, paid @ £2 2s. 138 12 0

8 „ ,. unpaid @ £2 2s 16 16 0

3 ,, .. resigned @ £2 2s 6 6 0

1 „ „ dead @£2 2s 2 2 0

By 150 associates, paid @ £1 5s. 187 10 0

45 ,. unpaid ... (a) £1 5s. 56 5 0

2 ,. resigned ... @ £1 5s.

1 „ dead («£l 5s

5 ,. struck off list (^ £1 5s.

203

l{y 16 students, paid . @ £1 5s. 20 0 0

8 „ unpaid ... @ £1 5s 10 0 0

1 „ dead ... @ £1 5s 1 5 U

1 „ struck off list @ £1 5s 15 0

By 35 subscribing firms, paid ... ... 113 8 0

1 „ .. struck off list 2 2 0

By 20 new members, paid ... @ £2 2s. 42 0 0

1 ., ., unpaid .. @ £2 2s 2 2 0

1,962 19 0 314 1 0 79 14 0

381 1 0 128 12 0 81 7 0

2,377 12 0 442 13 0 161 1 0

■ -^ '

£2,981 6 0

ACCOUNTS.

•d

l-O

iH 1-1

Ti»i

cfl 00

Tf.

«rt CO

ad"

N O

o o

O I^

O M

^ a

o
Q

• ^ • '^ n

? m B

: ^

<^ CO

2 >^'

3-S

o -5

1^ =« s :g

^ « &

*> o

CO O

.rt

u
u

a
o

-w

o
o
u

<t-i

e*H

«*H

>;«

art

«rt

o o

1— I

O CO

o CO

n3 ^ 65 «

= «> s Is

ej o e .2

- a V "

■3 5*

^ ^.

7= S

•S 5 o •-

0) a) o ,^

u 5 o a.

tie ^ a

cAj H

«A

i-^

r.IST OF rOMMTTT?:FS.

LIST OF COMMITTEES APPOINTED BY THE COUNCIL,

1917-1918.

Mr. Sidney Bates.

Mr. W. C. Blackett.

Mr. C. S. Carnes.

Mr. Frank Coclsov.

Mr. Thomas Douglas.

Fiuanre Committee.

Mr. T. E. FoRsTKR.
Mr. T. Y. Greener.
Mr. C. C. Leach.
Prof. Henry Louis.
Mr. H. M. Parrinuton.

Mr. J. B. Simpson.
Mr. R. S. Tate.
Mr. Simon Tate.
Mr. .T. R. R. Wilson

Mr. Sidney Bates.
Mr. W. C. Blackett.
Mr. C. S. Carnes.
Mr. Frank Coulson.
Mr. Thomas Douglas.

A rrear-s Committee.
Mr. T. E. FoRSTBR.
Mr. T. Y. Greener.
Mr. C. C. Leach.
Prof. Henry Louis.
Mr. H. yi. Parringtun.

Mr. .J. B. Si.MPSON.
-Mr. R. S. Tate.
Mr. Simon Tate.
Mr. J. Pv. R. Wilson.

Mr. R. S. Anderson.
Mr. .J. B. Atkinson.
Mr. SioNKY Bates.
Mr. Ben.jamin Dodd.
Mr. Mark Ford.

Library Committee.

Mr. T. E. Forster.
Mr. R. W. Glass.
Mr. T. Y. Greener.
Mr. A. ^L Hedley.
Prof. Henry Lduis.

Mr.

Mountain

Mr.

SiMFSOX.

Mr.

Tate.

Mr.

.J.

Weeks.

Mr. J. R. R. Wilson.

Mr. R. S. Anderson.
^Ir. J. B. Atkinson.
Mr. C. S. Carnes.
Mr. Frank Coulson.

Prizes Committee.

Mr. T. E. FoR-STER.
Mr. T. Y. Greener.
Mr. Samuel Hare.
Mr. C. C. Leach.

I Prof. Henry Louis.

I Mr. W. C. Mountain.

j Mr. Simon Tate.

j Mr. E. Seymour Wood.

Selertion and Editing of Papers Committee.

Mr. J. B. Atkinson. Mr. T. E. Forster. Mr. VV. C. Mountain.

Prof. P. Phillips Bedson. Mr. Austin Kirkup. j Mr. W. 0. Tate.

Mr. W. C. Blackett. Prof. G. A. L. Lebour. | Mr. J. R. R. Wilson.

Mr. H. F. Bulman. Prof. Henry Louis.

N.I>. —The President is ex-ojficio on all Committees.

PtEPRESENTTATIVES ON THE COUNCIL OF THE
INSTITUTION OF MINING ENOlNEEPtS,

Mr. R. S. Anderson.
Mr. SiDNF.Y Bates.
Mr. W. C. Blackett.
Mr. R. 0. Brown.
Mr. W. Cochran Carr.
Mr. Frank Coulson.
Mr. Benjamin Dodd.
Mr. T. Y. Greener.

1917-1918.

Mr. Reginald Guthrie.
Mr. Samuel Hare.
Mr. A. M. Hedley.
Mr. Philip Kirkup.
Mr. C. C. Leach.
Prof. Henry Louis.
Mr. W. C. Mountain.
Mr. R. E. Ornsby.

Mr. M. W. Parrington.
Mr. Walter Rowley.
Mr. F. R. Simpson.
Mr. John Simpson.
Mr. W. O. Tate.
Mr. J. R. R. Wilson,
Mr. W. B. Wilson.
Mr. E. Seymour Wood.

XVI OFFICERS.

OFFICERS, 1917-1918

PAST-PRESIDENTS (ex-officio).
Sir LINDSAY WOOD, Bart., The Hermitage, Chester-le-Street.
Dr. JOHN BELL SIMPSON, Bradley Hall. Wylam, Northumberland.
Mr. THOMAS DOUGLAS. The Garth, Darlington.

Mr. WILLIAM ARMSTRONG, Elmfield Lodge, Gosforth, Newcastle iipon-Tyne.
Mr. WILLIAM OUTTERSON WOOD, South Hetton, Sunderland.
Mr. THOMAS EMERSON FORSTER, 3, Eldon Square, Newcastle-upon-Tyne.
Mr. MATTHEW WILLIAM PARRINGTON, Wearmouth Colliery, Sunderland.
Mr. WILLIAM CUTHBERT BLACKETT, Acorn Close, Sacriston, Durham.
Mr. THOMAS YOUNG GREENER, Urpeth Lodge, Beamish, County Durham.
Mr. FRANK COULSON, Shamrock House, Durliam.

PRESIDENT.
Mr. JOHN SIMPSON, Follonsby, Hawthorn Gardens Monkseaton, Whitley Bay,

Northumberland.

VICE-PRESIDENTS.
Mr. MARK FORD, Washington Colliery, Washington Station, County Durham.
Mr. SAMUEL HARE, Howlish Hall, Bishop Auckland.
Mr. ARTHUR MORTON HEDLEY, Eston House, Eston, Yorkshire.
Mr. SIMON TATE, Trimdou Grange Colliery, County Durham.
Mr. RICHARD LLEWELLYN WEEKS, Willington, County Durham.
Mr. JOHN ROBERT ROBINSON WILSON, H.M. Divisional Inspector of Mines,

Greyfort, Westfield Drive, Gosforth, Newcastle-iipon-Tyne,

RETIRING VICE-PRESIDENTS (ex-officIo).

Mr. CHARLES CATTERALL LEACH, SeghiU Hall, Northumberland.

Prof. HKNRY LOUIS, 4, Osborne Terrace, Newcastle upon-Tyne.

Mr. FRANK ROBERT SIMPSON, Hedgelield House, Blaydon-upon-Tyiie,
Count}' Durliam.

COUNCILLORS.

VIr. ROBERT SIMPSON ANDERSON, Highfield, Wallseud, Northumberland.

Mr. JOHN BOLAND ATKINSON, co Mr. G. Atkinson, 12, Grey Street, New-
castle-upon-Tyne.

Mr. SIDNEY BATES, The Grange, Prudhoe, Ovingham, Northumberland.

Mr. CHARLES SPEARMAN CARNES, Marsden Hall, South Shields.

Mr. BENJAMIN DODD, Percy House, Neville's Cross, Durham.

Mr. JOHN ENGLISH, North Leam, Felling, (Jateshead-upon-Tyne.

Mr. ROBERT WILLIAM GLASS, Axwell Park Colliery, Swalwell, County
Durham.

Mr. MATTHEW HENRY KELLETT, Eldon, Bishop Auckland.

Mr. PHILIP KIRKUP, Leafield House, Birtley, County Durham.

Mr. JOHN MORISON, IS, Windsor Terrace, Newcastle-upon-Tyne.

Mr. WILLIAM CHARLES MOUNTAIN, Sun Buildings, Collingwood Street,
Newcastle-upon-Tyne.

Mr. ROBERT EMBLETON ORNSBY, 7, Osborne Terrace, Newcastle-upon-Tyne.

Mr. HENRY MASON PARRINGTON, Dene House, Castletown, Sunderland.

Mr. ROBERT SIMON TATE, The Old House, Trimdon Grange, County Durham.

Mr. WALKER OSWALD TATE, Usworth Hall, Washington, Washington Station,
County Durham.

Mr. RICHARD JAMES WEEKS, Bedlington, Northumberland.

Mr. WILLIAM BRUMWELL WILSON, 19, West Parade, Newcastle-upon-Tyne.

Mr. ERNEST SEYMOUR WO(JD, Cornwall House, Murton, County Durham.

TREASURER.
Mr. REGINALD GUTHRIE, Neville Hall, Newcastle-upon-Tyne.

HONORARY SECRETARY.
Mr. MATTHEW WILLIAM PARRINGTON, Neville Hall, Newcastle-upon-Tyne.

ASSISTANT SECRETARY.
Mr. ALLAN CORDNER, Neville Hall, Newcastle-upon-Tyne.

LIST OF MEMBERS. XVii

LIST OF MEMBERS,

AUGUST 4, 1917.

PATRONS.

His Grace the DUKE OF NORTHUMBERLAND.

The Most Honourable the MARQUESS OF LONDONDERRY.

The Riglit Honourable the EARL OF DURHAM.

The Right Honourable the EARL GREY.

The Right Honourable tlie EARL OF LONSDALE.

The Right Honourable the EARL OF WHARNCLIFFE.

The Right Reverend tlie LORD BISHOP OF DURHAM.

The Right Honourable LORD ALLENDALE.

The Right Honourable LORD BARNARD.

The Right Honourable LORD RAVENSWORTH.

The Very Reverend the DEAN AND CHAPTER OF DURHAM.

HONORARY MEMBERS (Hon. M.I.M.E.).
* Honorary Members during term of office only.

Date of Election.

1 JOHN BOLAND ATKINSON, c/o G. Atkinson, 12, Grey Street,

Newcastle-upon-Tyne

2 RICHARD DONALD BAIN, Aykleylieads, Durham

3* Prof. PETER PHILLIPS BEDSON, Armstrong College, New-
castle-upon-Tyne. Transactions sent to c,o Basil Anderton,
Public Library, Newcastle-upon-Tyne ...

4 THOMAS DOUGLAS, The Garth, Darlington (Past-President,

Member of Coimcil) ...

5 Prof. WILLIAM GARNETT, London County Council Education

Office, Victoria Embankment, London, W.C. 2.
6*Dr. WILLIAM HENRY HA DOW, ArmstrongCollege. Newcastle-
upon-Tyne ...

7 Sir HENRY HALL, LS.O., Brookside, Chester

8*Pkof. GEORGE ALEXANDER LOUIS LEBOUR, Armstrong
College, Newcastle-upon-Tyne. Ih-ansactions, etc., sent to
Radcliffe House, Corbridge, Northumberland
9* JOHN DYER LEWIS, H.M. Divisional Inspector of Mines, 21,
Stanwell Road, Penarth ...

10*Prof. HENRY LOUIS, Armstrong College, Newcastle-upon-
Tyne. Transactions sent to The Librarian, Armstrong
College, Newcastle-upon-Tjnie ... ... ... ... ... Dec. 12, 1896

11*TH0MAS HARRY^ MOTTRAM, H.M. Divisional Inspector
of Mines, 74, Thome Road, Doncaster ...

12 DANIEL MURGUE, Ingenieur Civil des Mines, 54, Boulevard
des Beiges, Lyons, France

13*R0BERT NELSON, H.M. Electrical Inspector of Mines, 18,
Brook Green, London, W. 6.

14»ARTHUR DARLING NICHOLSON, H.M. Divisional Inspector
of Mines, Astley, Manchester

15*SiR RICHARD AUGUSTINE STUDDERT REDMAYNE,
K.C.B., H.M. Chief Inspector of Mines, Mines Department,
Home OfBce, Whitehall. London. S.W. 1

16 Dr. AUBREY STRAHAN, Director of the Geological Survey
of Great Britain, 28, Jermyn Street, London, S.W. 1.

17*Prof. HENRY" STROUD, Armstrong College, Newcastle-upon-
Tvne '

18 Sir JETHRO JUSTINIAN HARRIS TEALL, 174, Rosendale
Road, West Dulwich, London, S.E. 21.

19*Prof. WILLIAM MUNDELL THORNTON, Armstrong College,
Newcastle-upon-Tyne

Aug. 2,
June 10,

1913
1911

Feb.

10,

1883

Dec.

14,

1912

Nov.

24,

1894

Feb.
June

Nov.

12,
10,

1910
1911

1879

Dec.

11.

1909

June

10,

1911

June

20,

1908

Dec.

11,

1909

June

10,

1911

Dec.

11,

1909

Aug.

1914

Nov.

1892

Aug.

1914

Feb.

12,

1910

XVlll LIST OF MEMBERS.

Date of Election.

20* WILLIAM WALKER, H.M. Deputy Chief Inspector of Mines,

Mapledene, Ashtead, Epsom Oct. 14, 1905

21*Pbof. ROBERT LUNAN WJilGHTON, 2, Park Villas, Gosforth,

Newcastle-upon-Tyne .. April 2, 1898

22* JOHN ROBERT ROBINSON WILSON, H.M. Divisional In-
spector of Mines, Greyfort, Westfield Drive, Gosforth,
Newcastle-upon-Tyne Aug. 2, 1913

MEMBERS (M.LM.E.).

Marked * have paid life compositiou. Date of Election

and of Transfer.

1 Abbott, Ernest William, 21, Pearl Assurance Buildings,

Northumberland Street, Newcastle-upon-Tyne Feb. 10,1917

2 Abbott, Henry Arnold, H.M. Inspector of Mines, 18,

Priory Road, Sharrow, Sheffield Feb. 13, 1904

3 Abel, Walter Robert, A Floor, Milburn House, New-

castle-upon-Tyne ... ... ... ... Dec. 8, 1906

4 Adair, Hubert, Gillfoot, Egremont, Cumberland ... ... April 8, 1905

5 Adams, George Francis, Chief Inspector of Mines in India,

Dhanbaid, E.I. Railway, Manbhum, Bihar and Orissa,

India ' Aug. 5, 1905

6 AiNSwoRTH, Herbert, P.O. Box 1553, Johannesburg,

Transvaal Feb. 14, 1903

7 AiNswoRTH, John W., Bridgewater Offices, Walkden,

Manchester Dec. 14, 1895

8 Aldridge, Walter Hull, c/o William B. Thompson, 14,

Wall Street, New York City, U.S. A Feb. 8,1908

fl Allison, John Henry, Littleburn Colliery, near Durham A. Feb. 10, 1917

M. June 9, 1917

10 Allison, J. J. C, Woodland Collieries, Butterknowle, A.M. Feb. 13,1886

County Durham M.June 8,1889

11 Allison, Lancelot, T'ung Hsing Sino Foreign Coal Mining

Company, Limited, Men-t'ou-Kou, via Peking, North

China April 14, 1917

12 Almond, Charles Percy, Coalside, Southwick, Sunder- A. Oct. 9, 1909

land M. June 13, 1914

13 Anderson, Robert Simpson, Highfield, Wallsend, North- S. June 9, 1883

umberland (il/em6er o/Co?ma7) ... ... ... ...A.M.Aug. 4,1888

M. Aug. 3, 1889

14 Anderson, William Thomas, 8, Abingdon Court, Ken-

sington, London, W. 8 Oct. 12, 1912

15 Andrews, Arthur, Woodlands, Riding Mill, Northumber-

land Aug. 2, 1902

16 Andrews, Edward William, Shelbrooke, Underbill Road,

Cleadon, Sunderland Aug. 4, 1906

17*Angwin, Benjamin, 3, Penlu Terrace, Tuckingmill,

Camborne Nov. 24, 1894

18 Appleby, William Remsen, Minnesota School of Mines, The

University of Minnesota,Minneapolis, Minnesota,U.S.A. April 14, 1894

19 Archer, Philip, Cherryburn, Mickley Square, Stocksfield,

Northumberland Feb. 10, 1917

20 Archer, William, Victoria Garesfield, Lintz Green, County A.Aug. 6, 1892

Durham M. Aug. 3, 1895

21 Armstrong, George Herbert Archibald, Castle View,

Chester-le-Street April 8, 1905

22 Armstrong, Henry, CoUingwood Buildings, CoUingwood A.M. April 14, 1883

Street, Newcastle-upon-Tyne ... ... ... ... M. June 8, 1889

23 Armstrong, William, Elmfield Lodge, Gosforth, New- S. April 7, 1867

castle-upon-Tyne (Past-President, Member of Cotmcil) M. Aug. 6, 1870

24 AsHMORE, George Percy, British Legation, The Hague,

Holland Feb. 13, 1897

25*Ashton, Sir Ralph Percy, o/o Kilbum, Brown and Com-
pany, Orient House, New Broad Street, London, E.C. 2. Aug. 2,1913
26 Askew, Alfred Hill, Boulby Grange, Loftus, Yorkshire A. Feb. 9, 1907

M. April 14, 1917

LIST OF MEMBERS.

XIX

27 Atkinson, John Boland, c'o G. Atkinson, 12, Grey Street,

l^ewcsistle-wpoTi-Tyne (Metnhei- o/ CoKiici/)

28 Attwood, Alfred Lionel, Minas Pefia del Hierro,

Provincia de Huelva, Spain

29 Avert, William Ernest

30 Bainbridge, Emerson Muschamp, 2, Woodbine Avenue,

Gosforth, Newcastle-upon-Tyne ...

31 Babkes, Percy, Elemore Colliery, Hetton-le-Hole, County

Durham

32 Barnard, Robert, The Manse, Armadale, West Lothian . .

33 Barrass, Matthew, Wheatley Hill Colliery Office, Thorn-

ley, County Durham

34 Barrett, Charles Rollo, Whitehill Hall, Pelton Fell,

County Durham A.

35 Barrett, Omer Smith, Alquife, Por Guadix, Provincia de

Granada, Spain

36 Barrett, Rollo Samuel, Brookside, Seaton Burn, Dudley,

Northumberland

37 Barrs, Edward, Cathedral Buildings, Newcastle-upon-

Tyne

38*Bartholomew, Charles William, Blakesley Hall, near
Towcester

39 Bartlett, George Pilcher, Theatre Lane, Durban,

Natal, South Africa ...

40 Batchklor, Owen Salusbury, c'o Mrs. G. F. Watt, P.O.

Box 943, Kamloops, British Columbia

41 Bates, Sidney, The Grange, Prudhoe, Ovingham, North-

umberland (J/e;H&e>- o/ Cowncj/)

42 Bateson, Walter Remington, P.O. Box 1051, Halifax,

Nova Scotia ... ...

43 Batey, John Wright, Elmfield, Wylam, Northumberland

44 Bawden, Ernest Robson, Church Street, St. Day, Scorrier,

Cornwall

45 Bayliss, Ernest John, Claudio Coello, 4, Madrid, Spain...

46 Beard, James Thom, c/o Coal Age, 505, Pearl Street, New

York City, U.S. A

47 Beith, John William, Apartado 45, Bilbao, Spain

48 Bell, George William, Throckley Colliery, Newburn,

Northumberland ... ... ...

49 Bell, Harold Marmaduke Charles, High Hedgefield

House, Blaydon-upon-Tyne, County Durham

50 Bell, Joseph Fenwick, Eppleton Hall, Hetton-le-Hole,

County Durham

51 Bell, Marshall Blaokett, Orchard House, Capheaton,

Newcastle-upon-Tyne ..

52 Bell, Reginald, Shildon Lodge Colliery, Darlington

53 Bell, Walter, c/o Pyman, Bell and Company, Hull

Bennett, Arthur Edgar, Estacion de Oerro Muriano,

Provincia de Cordoba, Spain

Bennett, Alfred Henry, The East Bristol Collieries, A.

Limited, Kingswood Colliery, St. George, Bristol
Benson, Robert Seymour, Teesdale Iron Works, Stockton-

upon-Tees

Berkley, Richard William, 45, Old Elvet, Durham

Date of Election

and of Transfer.

Oct.

11,

1902

Aug.

1905

June

1907

June

19,

1915

Feb.

1902

June

12,

1909

Feb.

10,

1917

Dec.

1897

Feb.

1884

Aug.

1891

Dec.

1900

Nov.

1874

Aug.

1880

Dec.

11,

1886

Dec.

1916

Dec.

1905

Aug.

1908

June

14,

1913

Aug.

1909

Dec.

1875

Dec.

11,

1909

June 14,

1913

Feb.

1890

June

1895

Feb.

11,

1905

Fel>.

1901

Apri

1911

Apri:

13,

1901

Feb.

14,

1903

Feb.

10,

1917

Oct.

14,

1911

Feb.

10,

1917

Apri

12,

1913

Feb.

10,

1917

April 12,

1902

Dec.

14,

1912

Apri

114,

1917

Dec.

13,

1902

Oct.

1889

Feb.

10,

1894

Oct.

13,

1894

Dec.

12,

1903

Dec.

14,

1912

April] 0,

1886

June

1889

Apri

1911

Feb.

14,

1874

Aug.

1880

June

1889

LIST OF MEMBERS.

Date of Election
and of Transfer.

59 Best, Earle, 12, Station Road, Hetton-le-Hole, County

Durham April 13, 1912

60 Bewley, Thomas, Stobswood Colliery, Acklington, North- A. Aug. 5, 1905

umberland M. Feb. 10, 1917

61 Bigg-Wither, Harris, The Mount, Gathurst, Wigan ... Jan. 19,1895

62 BiGGE, Denys Lkighton Selby, Mercantile Chambers,

53, Bothwell Street, Glasgow June 10, 1903

63 BiGLAND, Hubert Hallam, c/o J. H. Holmes and Company,

19, Waterloo Street, Glasgow Dec. 14,1901

64 Bird, Edward Erskine, c/o George Elliot and Company,

Limited, 16, Great George Street, Westminster, London, A.M. Aug. 5, 1905

S.W. 1. M. Dec. 14, 1907

65*Birkinshaw, Frederick Edson, Marbella, Provincia de

Malaga, Spain Dec. 10,1910

66 Blackett, William Cuthbert, Acorn Close, Sacriston, S. Nov. 4, 1876

Durham (Past-President, Memher of Council) A.M. Aug. 1, 1885

M. June 8, 1882

67 Blaiklock, Thomas Henderson, The Flatts, near Bishop

Auckland

68 Blandford, Thomas, 13, Town Moor Avenue, Doncaster ..

69 Blatchford, William Hooper, Greytown, Natal, South

Africa ...

70 Blenner-Hassett, Gerald, P.O. Box 914, Durban, Natal,

South Africa

7 1 Booth, Frederic Lancelot, Ashington Colliery, Ashington,

Northumberland

72 BoRLASE, William Henry, Greenside Lodge, Glenridding,

Penrith

73 BowEN, David, 68, Prudential Buildings, Park Row, Leeds

74 Bowman, Francis, Moseley House, Birtley, County

Durham
75*Bracken, Thomas Wilson, 40, Grey Street, Newcastle-
upon-Tyne ...

76 Braidford. William, Jun., South Garesfield Colliery,

Lin tz Green, County Durham

77 Bramwell, Hugh, Great Western Colliery, Pontypridd

April 13, 1901
S. Dec. 12, 1903
A. Aug. 3, 1907
M, June 12, 1909

Feb. 10, 1912

Oct. 14, 1911
S. Feb. 10, 1894
A. Aug. 4, 1900
M. April 8, 1911

Aug. 4, 1894

April 3, 1909

A. dune 8, 1895

M. Feb. 13, 1904

Oct. 14, 1899

June 14, 1902

S. Oct. 4, 1879

A.M. Aug. 6, 1887

M. Aug. 3, 1889

April 25, 1896
June 9, 1900

Feb. 10, 1917

April 4, 1914
Oct. 9, 1897
S. Dec. 14, 1901
A. Aug. 3, 1907
A.M. Oct. 12, 1907
M. Dec. 14, 1912

84 Brown, Isaac, 39, Crossfield Road, Cleator Moor, Cumber-

land Feb. 10, 1917

85 Brown, John,'E.I.R. and B.N.R. Joint Collieries, Bokaro S. June 8, 1907

P.O., via Adra, B.N. Railway, Bihar and Orissa, India A. Aug. 7, 1909

M.Feb. 11, 1911

86 Brown, John Coggin, Inspector of Mines in Burma, Tavoy, A.M. Dec. 11 , 1909

Lower Burma, India M.Aug. 7,1915

87 Brown, John Connell, Westport Coal Company, Limited,

Denniston, Builer, New Zealand Feb. 8, 1908

78 Breakell, John Edwin, 84, Worple Road, Wimbledon,

London, S.W. 19

79*Brinell, Johan August, Nassjo, Sweden

80 Brodhurst, Bernard Lucas, South Brancepeth, Spenny-

moor

81 Brooksbank, Frank, Kinta Association, Limited, Ipoh,

Perak, Federated Malay States

82 Broome, George Herbert, Wonthaggi, Victoria, Australia

83 Brown, Edward Otto Forster, 706-707, Salisbury House,

Finsbury Circus, London, E.C. 2

LIST OF MEMBERS.

88 Brown, Myles, 4, Beaconsfield Crescent, Low Fell, Gates-

head-upon-Tyne

89 Bkown, Robert Oughtox, Newbiggin Colliery, Newbiggin-

by-the-Sea, Northumberland ... ...

90 Brown, W. Forster, Guildhall Chambers, Cardifi...

91 Browning, Walter James, c/o Rio Tinto Company,

Limited, Rio Tinto, Provincia de Huelva, Spain

92 Bruce, John, Hill Crest, Whitby

93 Bryham, William, Bank House, Wigan

94 Bull, Henry Matthews, Gopalichak Coal Company,

Limited, Bansjora, E.LR. , Manbhum, Bihar and
Orissa, India .

95 Bulman, Edward Hemsley, New Kleinfontein Company,

Benoni, Transvaal

96 Bulman, Harrison Francis, The North Cottage, St.

George's, Newcastle-upon-Tyne ...

97 BuNNiNG, Charles Ziethen, c/o The British Vice-Consul,

Panderma, near Constantinople, Turkey

98 BuRFORD, James Wilfred, c o Lobitos Oil-fields, Limited,

Lobitos, Paita, Peru, South America
99*BuRLS, Herbert Thomas, 15, Victoria Street, Westminster,

London, S.W. 1

lO0*BuRN, Frank Hawthorn, 9, Sandhill, Newcastle-upon-Tyne.
Transactions sent to Pattishall House, Towcester

101 Burne, Cecil Alfred, co The Asturiana Mines, Limited,

Covadonga, Asturias, Spain

102 Burnett, Cuthbert, Sunny Bank, Trowbridge

103 Burton, George Augustus, Highfield, Nunthorpe, York-

shire

104 Calder, William, R.E. Mess, Richborough, Sandwich,

Kent

105 Carnegie, Alfred Quintin, 31, Manor House Road,

Newcastle-upon-Tyne

106 Carnes, Charles Spearman, Marsden Hall, South Shields

(Member of Council) ...

107 Casson, William Walter, Breeze Hill, Whitehaven

lOS Chambers, David Macdonald, 47, Inverness Terrace, A.M.
Bayswater, London, W. 2. ... ... ... ... ... M.

109 Chambers, R. E., Nova Scotia Steel and Coal Company,

Limited, New Glasgow, Nova Scotia

110 Channing, J. Parke, 42, Broadway, New York City,

U.S.A

111*Chappel, Walter Richard Haighton, Elm Court,
Starcross, Devon

112 Charleton, Arthur George, 5, Avonmore Road, West

Kensington, London, W. 14.

113 Charlton, Bernard Hedley, Hedley Hope, Tow Law,

County Durham

114 Charlton, William, Guisborough, Yorkshire

115 Charlton, William John, H.M. Inspector of Mines, A.

25, Cardigan Road, Leeds ... ... ... ... ... M.

116 Chater, Cecil William, c/o T. Cook and Son, Rangoon,

Burma, India ...

117 Cheesman, Edward Taylor, Clara Vale Colliery, Ryton, A.

County Durham ... ... ... ... ... ... M.

Date of Electiou

and of Transfer.

June

14,

1913

Oct.

1892

Aug.

1895

Oct.

12,

1901

Aug.

1887

Aug.

1893

Oct.

12,

1907

Feb.

14,

1874

A.M

Aug.

1880

June

1889

Dec.

1900

April

1904

Feb.

13,

1892

May

1874

A.M.

Aug.

1881

June

1889

Dec.

1873

A.M

Aug.

1882

Oct.

1887

Aug.

1912

Feb.

1889

Feb.

1889

Aug.

1894

Aug.

1895

Aug.

1894

Aug.

1901

June

1895

Dec. 9, 1905

Aug. 2, 1913

Oct. 11, 1902

Aug. 1, 1891
Aug. 5, 1905
Oct. 8, 1904
June 12, 1909

June 9, 1900

April 25, 1896

Feb. 14, 1903

Aug. 6, 1892

April 12, 1913
Feb. 12, 1898
April 12, 1902
Aug. 7, 1909

April 13, 1912
Aug. 2, 1890
Aug. 6, 1892

xxu

LIST OF MEMBERS.

118 Cheesman, Herbert, Hartlepool

119 Cheesman, Matthew Forster, Throckley Colliery, New-

burn, Northumberland

120 Cheesman, Nicholas, 228, Hayden Road, Nottingham ...

121 Chicken, Bourn Russell, 212, Osborne Road, Jesmond,

Newcastle-upon-Tyne ... ... ...

122 Church, Robert William, Government of India Railway

Board, Secretariat Buildings, Calcutta, India ...

123 Claghorn, Clarence R., Durham, King County, Wash-

ington, U.S.A.

124 Clark, Henry, Stockton Forge, Stockton-iipon-Tees

125 Clark, Robert, Bracken Road, Darlington ...

126 Clark, Robert Blenkinsop, Springwell Colliery, Gates-

head-upon-Tyne

127 Clark, William Henry, Fernlea, 100, Crouch Hill,

Hornsey, London, N. 8.

128 Clifford, Edward Herbert, Rand Club, Johannesburg,

Transvaal ... ... ... ...

129 Clifford, William, Netherby, 2,607, Brickell Avenue,

Miami, Florida, U.S. A

130 Climas, Arthur Bertram, 6, Park Bean, St. Ives, Cornwall

131 Clive, Lawrence, H.M. Inspector of Mines, Springfield

House, Newcastle, Staffordshire

132 Clothier, Henry William, 3, Paik Villas, The Green,

Wallsend, Northumberland

133 Clough, Edward Stokoe, Bomarsund House, Bomarsund,

Bedlington, Northumberland

134 Clough, James, Bomarsund House, Bomarsund, Bedlington,

Northumberland ... ... ... ... ... ...A.

135 Cochrane, Brodie, Hurworth Old Hall, near Darlington ...

136 Cochrane, Robert William, Somerset House, Whitehaven

137 Cockbain, Tom Stewartson, Us worth Colliery, Washington

Station, County Durham

138 Cockburn, John, Trimdon Grange Colliery, County Durham

139*CoLLiNS, Hugh Brown, Auchinbothie Estate Office, Kil-
macolm, Renfrewshire

140 Collins, Victor Buyers, 87, Albert Street, Wickham, New

South Wales, Australia

141 Colquhoun, Thomas Grant, 4, Marine Avenue, Monk-

seaton, Whitley Bay, Northumberland ...

142 Commans, Robert Edden, Sandycroft, Speer Road, Thames

Ditton, Surrey

143 Comstock, Charles Worthington, 514, First National

Bank Building, Denver, Colorado, U.S.A.

144 Cook, George, H.M. Inspector of Mines, Oakbank, White-

haven ... ... ... ... ... ...

145 Cook, Joseph, Washington Iron Works, Washington Station,

County Durham

146 Cook, James FAlshaw, Washington Iron Works, Washing-

ton Station, County Durham

147 Cook, John Watson, Binchester Hall, Bishop Auckland...

148 Cooke, Henry Moore Annesley, The Ooregum Gold-

inining Company of India, Limited, Oorgaum, Kolar
Goldfield, Mysore, India

149 Cooksey, Wilfrid, East Indian Railway Collieries,

Giridih, E. I. R., Bihar and Orissa, India...
150*CoppEE, EvENCE, The Copp6e Company (Great Britain),
Limited, Kings House, Kingsway, London, W.C. 2. ...

Date of Election

and of Transfer.

Aug. 6, 1892

Dec. 13, 1902

Aug. 5, 1905

April 14, 1917

Dec. 8, 1900

Dec. 12, 1903

Dec. 9, 1905

Aug. 3, 1907

Oct. 12, 1907

Aug. 5, 1899

April 8, 1899

Feb. 15, 1896

May 3, 1873

Aug. 4, 1877

April 28, 1900

Oct. 13, 1894

. Aug. 6, 1898

. April 8, 1911

Feb. 9, 1895

Dec. 10, 1910

Aug. 2, 1913

June 12, 1909

Feb. 14, 1903

. April 8, 1911

April 5, 1873

Aug. 3, 1878

June 8, 1889

Dec. 6, 1866

Aug. 1, 1914

Dec. 8, 1906

Feb. 10, 1917

April 9, 1904

April 14, 1917

April 14, 1894

June 11, 1904

Dec. 14, 1898

Nov. 24, 1894

June 10, 1905

Aug. 2, 1902

Aug. 5, 1905

Feb. 10, 1912

Oct. 9, 1897

Feb. 12, 1898

Oct. 14, 1893

Dec. 12, 1896

Aug. 1, 1914

Feb. 9, 1907

LIST OF MEMBERS.

151 CoRBETT, Vincent Chakles Stuakt Wortley, Chilton

Moor, Fence Houses ...

152 CoTHAY, Frank Hernaman, 7, Valebrooke, Sunderland

153 CouLsox, Frank. Shamrock House, Durham (Past-Presi-

dent, J/em&e?- q/ Co?t7(cn7) ...

154 CouvES, Harry Augustus, Tovil, Westfield Avenue, Gos-

forth, Newcastle-upon-Tyne

155 CowELL, Edward, Horden Colliery, Horden, County

Durham

156 CowELL, Joseph Stanley, Vane House, Seaham Harbour,

County Durham

157 CoxoN, Samuel George, Malton Colliery, Esh, Durham ...

158 CoxoN, William Bilton, Seaton Hill, Eoosbeck, Yorkshire

159 Cragg, James Hor.^ce Maitland, 3, Ilford Road, High

West Jesmond, Newcastle-upon-Tyne ...

160 Craster, Walter Spencer, P.O. Box 336, Salisbury,

Rhodesia, South Africa

161 Craven, Robert Henry, The Libiola Copper-mining Com-

pany. Limited, Sestri Levante, Italy

162 Crawford, James Mill, Denehurst, Ferry Hill

163 Crawford, Thomas, Eighton Banks, Gateshead-upon-

Tyne

164 Crookston, Andrew White, 188, St. Vincent Street, Glas-

gow

165 Crosby, Arthur, Douglas Colliery, Limited, Mine Office, A

Crown-Douglas Junction, Balmoral, Transvaal ..

166 Croudace, Francis Henry Lambtox, The Lodge, Lambton,

Newcastle, New South Wales, Australia

167 Croudace, Sydney, Errigal, New Lambton, New South

Wales, Australia

168 Cruz y Diaz, Emiliano de la, Director-General de

I'Empresa Minas et Minerales, Limited, Ribas,
Provincia de Gerona, Spain...

169 CuLLEX, Daniel, P.O. Box 4352, Johannesburg, Transvaal

170 CuLLEX, Matthew, The Clydesdale (Transvaal) Collieries,

Limited, Springs, Transvaal

171 CuMMiXGS, John, Hamsterley Colliery, County Durham ...

172 Curry, George Alexander, Thornley House, Thornley,

County Durham

173 Curry, Michael, Cornsay Colliery, Durham

Date of Election
and of Transfer.

Sept. 3, 1870

Aug. 2, 1913

S. Aug. 1, 1868

M. Aug. 2, 1873

Feb. 10, 1906
A. Oct. 8, 1904
M. June 20, 1908

Dec. 12, 1908
A. Feb. 9, 1901
M. Feb. 10, 1917
S. Feb. 12, 1898
A. Aug. 2, 1902
M. Feb. 12, 1910

Aug. 6, 1910

Dec. 8, 1900

Feb. 11, 1905

Feb. 14, 1903

A. Dec. 8, 1906

M. Dec. 12, 1914

Dec. 14, 1895
.M. Aug. 7, 1897
M. April 12, 1902

June 8, 1907

June 14, 1902

Dec. 11, 1909

Feb. 12, 1910

A. Aug. 2, 1902

M. Dec. 14, 1907

Oct. 12, 1907

Aug. 6, 1898

174 Dakers, William Robson, Tudhoe Colliery, Spennymoor A.M. Oct.

M. Aug.

14, 1882
3, 1889

175 Dan, Takuma, Mitsui Mining Company, 1, Suruga-cho,

Nihonbashi-ku, Tokyo, Japan ... ... ... ... April 14, 1894

176 Darlington, Cecil Ralph, Whitegate, Lightwoods Hill,

Birmingham ... ... ... ... ... ... ... Dec.

177 Darlington, James, Black Park Colliery, Chirk, Ruabon S. Nov,

178 Davidson, Allan Arthur, c/o F. F. Fuller, 638, Salisbury

House, London Wall, London, E.C. 2. ...

179 Davidson, Christopher Cuxnion, Hardheads, Egremont,

Cumberland ... ... ... ... ... Oct.

180 Davies, David, Cowell House, Llanelly Dec.

181 Davies, William, 230, Halliwell Road, Bolton Dec.

182 Davies, William Stephen, Maesydderwen, Tredegar ... Feb.

183 Daw, Albert William, 11, Queen Victoria Street,

London, E.C. 4 June 12, 1897

10, 1910

7, 1874
M. Aug. 4, 1877

April 13, 1907

10, 1908
9, 1899
9, 1911

14, 1903

XXIV

LIST OF MEMUERS.

184 Daw, John W

185 Dean, Harry, 30, Eastbourne Gardens, Whitley Bay,

Northumberland

186 Dean, John, The Wigan Coal and Iron Company, Limited,

Wigan ...

187 Dean, Samuel, Delagua, Colorado, U.S.A. ...

188 Dew, James Walter Henry, 8, Laurence Pountney Hill,

Cannon Street, London, E.C. 4. ...
189*Dewhurst, John Herbert, 28 and 29, Threadneedle Street,

London, E.C. 2

190 Dietzsch, Ferdinand, e/o Miss P. Dietzsch, 7, Emanuel

Avenue, Acton, London, W. 3. ...

191*DiNGWALL, William Burleston-Abigail, P.O. Box 179,

San Antonio, Texas, U.S.A.
192*DiTMAs, Francis Ivan Leslie, Deputy Assistant Director,

Railway Transport, 4th Army Headquarters, British

Expeditionary Force, France

193 Dixon, Clement, P.O. Box 305, Bulawayo, Rhodesia, South

Africa ...

194 Dixon, David Watson, Lumpsey Mines, Brotton, York-

shire ... -.. ... ...

195 Dixon, George, Sejooah Colliery, Sijua Post Office, E.I.R.,

Manbhum, Bihar and Orissa, India

196 Dixon, William, Park House, Bigrigg, Cumberland

197 DoBB, Thomas Gilbert, Brick House, Westleigh, Leigh ...

198 DoDD, Benjamin, Percy House, Neville's Cross, Durham

(Member of Council) ...

199 Donald, William E., Whitchester, Haltwhistle, North-

umberland
200*Donkin, William, 19, Hosack Road, Balham, London,

S.W. 17 ' A.

201 DoRMAND, Ralph Brown, Cambois House, Cambois, Blyth

202 Douglas, Arthur Stanley, Bearpark Colliery, Durham

203 Douglas, James, 99, John Street, New York City, U.S.i\.

204 Douglas, Matthew Heckels, Stella House, Low Fell, A.

Gateshead-upon-Tyne

205 Dover, Thomas William, Sherburn Colliery, Durham ...

206 Draper, William, Silksworth Colliery, Sunderland

207 Duncan, William Shaw, c/o The Capital and Counties

Bank, Limited, 22, Fenchurch Street, London, E.C. 3.

208 DuNKERTON, Ernest Charles, 53, Grosvenor Place, New-

castle-upon-Tyne

209 Dunn, (George Victor Septimus, Uaroo Lead Mines, via

Onslow, Western Australia ...

210 Dunn, Thomas Bowman, c/o J. Dunn and Stephen, Limited,

21, Both well Street, Glasgow ...

211 Durham, Thomas Stanley, Highland View, Bransty,

Whitehaven ...

212 Easti^ake, Arthur William. Grosmont, Palace Road,

Streatham Hill, London, S.W. 2

21:3 Ede, Henry Edward, Rectory Chambers, Norfolk Row,

rr!; '. : Sheffield

214;Edmond, Francis, Moorland House, Haigh, Wigan
?15 Edwards, Edward, Ystradfechan, Treorchy, Rhondda,
Glamorgan

216 Edwards, Herbert Francis, 104, Stanwell Road, Penarth

217 Edwards, Owain Tudor, Fedwhir, Aberdare

Date of Ell

ection

and of Transfer.

Dec.

14,

1895

June

10,

1905

Feb.

13,

1904

Oct.

13,

1906

June 10,

1911

Apri]

i 2,

1898

Aug.

1899

Aug.

1900

June

11,

1898

June

I't,

1902

Dec.

14,

1912

Nov.

1872

, June

13,

1896

Aug.

1904

, Dec.

1906

April 10,

1897

Dec.

1894

May

1866

Aug.

1868

Oct.

14,

1905

Sept.

1876

Aug.

1885

June

1889

Dec.

1893

. Aug.

1901

Feb.

13,

1904

Oct.

14,

1899

• M.

Aug.

1879

Aug.

1889

April

1914

Dec.

14,

1889

Dec.

12,

1903

Oct.

14,

1905

Feb.

1907

June

20,

1908

Aug.

1910

Feb.

10,

1917

June

11,

1892

July

14,

1896

Dec.

10,

1910

Feb.

1895

Oct.

12,

1901

Aug.

1906

LIST OF MEMBERS.

XXV

218 Edwards, William John, 29, Oppidans Road, Primrose

Hill, London, X.W. 3

219 Elder, Moses, Hafod House, North Side, Workington

220 Eliet, Fraxcis Constant Andre Benoni Elie on,

Commissaire des Mines, Service des Mines le Nouvelle
Caledonie, a Noumea, New Caledonia
22i*ELSDON. Robert William Barrow, co Anglo South
American Bank, Reconquista No. 78, Buenos Aires,
Argentine Republic, South America

222 Eltringham, George, Eltringham Colliery, Prudhoe,

Ovingham, Northumberland

223 Embleton, Henry Cawood. Central Bank Chambers,

Leeds ...

224 Englesqueville, Rene d', 2, Allies Boufflers, Bayonne,

France ...

225 English, John, North Leam, Felling, Gateshead-upon-Tyne

(Memher of Council) ...

226 English, William, Ferneybeds Colliery, Morpeth

227 Eskdale, .John, Ashington Colliery, Ashington, North-

umberland

228 Etherington. John, 39a, King William Street, London

Bridge, London, E.C. 4.

229 Evans, John, Great Cobar, Limited, Lithgow, New South

Wales, Australia

230 Evans, John' William, Woodlands House, Loughor,

Glamorgan

231 Fairbrother, Charles James, The Durban Navigation

Collieries, Dannhauser, Natal, South Africa

232 Falcon, Michael, Imperial Buildings, 56, Kingsway,

London, W.C. 2

233 Fallins, James, Abermain Colliery, Abermain, via West

Maitland, New South Wales, Australia ...

234 Fawcett, Edward Stoker, Battle Hill House, Walker,

Newcastle-upon-Tyne
235*Fenwick. Barnabas. 66. Manor House Road, Newcastle-
upon-Tyne

236 Fergie, Charles, 704, Upper Mountain Street, Montreal,

Quebec, Canada

237 Ferguson, James, The Cedars, High Wycombe

238 Fevre, Lucien Francis, 91, Rue Saint Lazare, Paris, IX"",

France ...

239 Field, Benjamin Starks, Layabad Colliery, Kusunda P.O.,

E.I.R., Manbhum, Bihar and Orissa, India

240 Fisher, Edward Robert, Wansbeck, Ammanford, Car- A

marthenshire ..

241 Fisher, Henry Herbert, Alta Gracia, F.C.C.A.,

Argentine Republic, South America

242 Fleming, Henry Stttart, 1, Broadway, New York City,

LT.S.A

243 Fletcher. Lancelot Holstock. Allerdale Coal Company, A

Limited, Colliery Office, Great Clifton, Workington ...
244*Fletcher, Walter, The Hollins, Bolton

245 Ford, Mark, Washington Colliery, Washington Station,

County Durham (Vice-President, Member of Council)

246 Ford, Thomas, Blaydon Burn Colliery, Blaydon-upon-Tyne,

County Durham

247 FoRSTER, Alfred Lllwellyn, Newcastle and Gateshead

Water Company, Engineer's Office, Pilgrim Street,
Newcastle-upon-Tyne

Date of Election
and of Transfer.

June 13, 1914
A. June 10, 1911
M. Feb. 10, 1917

Aug. 3, 1901

April 13, 1901
A. Dec. 8, 1894
M. Aug. 2, 1902

April 14, 1894

Feb. 8, 1908

Dec. 9, 1899

Dec. 14, 1907

A. Oct. 11, 1902

M. Aug. 3, 1912

Dec. 9, 1893

Aug. ), 1914

April S, 1911

A. Feb. 8, 1908
M. Oct. 12, 1912

S. Oct. 13, 1894
A. Aug. 4, 1900
M. June 1, 1912

Oct. 10, 1914
A. June 11, 1892
M. Aug. 6, 1904

Aug. 2, 1866

Dec. 9, 1893
Dec. 12, 1896

Feb. 8, 1908
S. Aug. 2, 1902
A. Aug. 3, 1907
M. June 14, 1913
M. Aug. 2, 1884
M. Aug. 3. 1S89

Oct. 8, 1904

June 10, 1905
M. April 14, 1888
M. June 8, 1889

Dec. 14, 1895

Aug. 3, 1895
A. Aug. 2, 1902
M. April 14, 1917

June 8, 1901

XXVI LIST OK MEMBERS.

Date of Election
and of Transfer.

248 FoRSTER, Charles, Earls Drive, Low Fell, Gateshead-

upon-Tyne April 9, 1910

249 FoRSTER, John Henry Bacon, Whitworth House, S. Nov. 24, 1894

Spennymoor A. Aug. 7, 1897

M. Feb. 10, 1900

250 FoRSTER, Joseph William, P.O. Box 56, East Rand,

Transvaal ... Feb. 13, 1904

251 FoKSTER, Thomas Emerson, 3, Eldon Square, Newcastle- S. Oct. 7, 1876

upon-Tyne (Past-President, jVetnber of Council) ... A.M. Aug. 1, 1885

M. June 8, 1889

252 Fryar, Mark, Denby Colliery, Derby S. Oct. 7, 1876

A.M. Aug. 4, 1883
M. June 8, 1889

253 Fryer, George Kellett, Woodhouse, Whitehaven ... Dec. 14, 1901

254 Futers, Thomas Campbell, 17, Balmoral Gardens, Monk-

seaton, Whitley Bay, Northumberland ... Aug. 6,1904

255 Galloway, Thomas Lindsay, Kilchrist, Campbeltown ... Sept. 2, 1876

256 Garrett, Frederic Charles, Armstrong College, New-

castle-upon-Tyne ... ... ... ... ... April 13, 1912

257 Gibson, James, Geldenhuis Deep. Limited, P.O. Box 54, A.M. Dec. 9, 1899

Cleveland, Transvaal ... ... ... ... ... ""

258 Gibson, Richard, Seaham No. 1 Colliery, West Wallsend,

Newcastle, New South Wales, Australia

259 GiFFORD, Henry J., The Champion Reef Gold-mining Com-

pany of India, Limited, Champion Reefs P.O., Mysore,
India ... ...

260 Gilchrist, James, 12, Park Road North, Middlesbrough ...

261 Gill, David Fritz, 36, Lowther Street, Whitehaven

262 Gillman, Gustave, Aguilas, Provincia de Murcia, Spain

263 Glass, Robert William, Axwell Park Colliery, Swalwell,

CouutY Y)\i.Tha.m [Member of Council)

264 Goninon, Richard, Menzies Consolidated Gold-mines,

Limited, Menzies, Western Australia

265 Goodwin, William Lawton, School of Mining, Kingston,

Ontario, Canada

266 Gouldie, Joseph, 62, Standard Bank Chambers, Johannes-

burg, Transvaal

267 Grace, William Grace, Eston Mines, Eston, Yorkshire . .

268 Graham, Edward, Jun., Bedlington Colliery, Bedlington,

Northumberland ... ...

269 Gray, Edmund, 150, Tudhoe Colliery, Spennymoor

270 Green, John Dampier, Riversdale, Hlobane, Natal, South j

Africa ... ...

271 Greener, Herbert, West Lodge, Crook, County Durham

272 Greener, Thomas Young, Urpeth Lodge, Beamish, County

Durham (Past-President, Member of Council) .. ... i

273 Greener, William James, c'o Bird and Company, Char-

tered Bank Buildings, Calcutta, India ...

274 Greenwell, Allan, 95, St. George's Square, Westminster,

London, S.W. 1

275 Greenwell, Alan Leonard Stapylton, Park House,

Windlestone, Ferry Hill

276 Greenwell, George Clementson, Beechfield, Poynton,

Stockport

277 Greenwell, George Harold, Woodside, Poynton, Stock-

port

Feb.

13,

1904

Aug.

1911

Oct.

14,

1893

June

13,

1914

Dec.

12,

1914

Aug.

1902

June

10,

1899

Aug.

1903

Oct.

12,

1907

June

10,

1906

Feb.

11.

1899

Aug.

1893

Feb.

1907

Aug.

1914

Feb.

10,

1917

Aug.

1896

June

19,

1915.

.M.

, Dec.

14,

1901

Aug.

1902

Feb.

13,'

1909

July

1872

.M.

Aug".

1879

June

1889

June

11,

1910

Aug.

1900

Oct.

1898

Aug.

1905

Dec.

14,

1907

Marc

h6,

1869

Aug.

1872

Dec.

12,

1903

Aug.

1906

, April 8,

1911

LIST OF MEMBERS.

278 Gregson, George Ernest, 13, Harrington Street, Liverpool

279 Grey, John Neil, c'o Naworth Coal Company, Limited, A.

Hallbankgate Offices, Brampton, Carlisle ... ... M.

280 Griffith, Thomas, Maes Gwyn, Cymmer, Perth, Rhondda,

Glamorgan

281 Griffith, William, Waterloo House, Aberystwyth
282*Grose, Frank, 109, Alexandra Road, Ford, Devonport ...
283*Grundy, James, Ruislip, Teignmouth Road, Cricklewood,

London, N.W. 2. T)-a7i3arfio7is sent to The Secretary,
Mining and Geological Institute of India, Calcutta,
India ...

284 GuMMERSON, James M., 5, Hillcrest Road, Acton, London, A.M.

W. 3 M.

285 Guthrie, James Kenneth, Coal Trade Offices, Newcastle-

upon-Tyne

Date of Election
and of Transfer.

Aug. 7, 1915
June 10, 1905
Feb. 10, 1912

April 9, 1904
Dec. 9, 1893
April 9, 1910

June 13
June 10
Dec. 12

Dec. 14

286 Haas, Frank, Fairmont, West Virginia, U.S.A

287*Haddock, William Thomas, c o H. C. Morton, 2nd Street,
Gezina, Pretoria, Transvaal

288 Haggie, John Douglass

289 Hailwood, Ernest Arthur, The Towers, Churwell, Leeds

290 Haines, Charles George Padfield, 9, Picton Place,

Swansea

291 Hall, John Charles, Black Boy Colliery, Bishop Auckland

292 Hall, Joseph John, Ashington Colliery, Ashington, North-

umberland

293 Hall, Joseph Percival, Shotton Colliery, Castle Eden,

County Durham

294 Hall, Robert William, Fairlawn, Leeholme, Bishop

Auckland

295 Hall, Tom, Ryhope Colliery, Sunderland

296 Hallas, George Henry, Claremont, Huyton, Liverpool ..

A.M.

297 Halliday, Mark, 59, Old Elvet, Durham

298 Hallimond. William Tasker, P.O. Box 5191, Johannes-

burg, Transvaal

299 Hamilton, James, Blackhills Road, Horden, County Durham

300 Hance, Henry Malkin, c o Grindlay and Company, 54,

Parliament Street, London, S.W. 1.
301*Hancock, Henry Lipson, Wallaroo and Moonta Mining and
Smelting Company, Limited, Moonta Mines, South
Australia

302 Hands, John, c o Huttenbach Brothers and Company,

Kuala Lumpur, Federated Malay States

303 Hann, Robert, Jan., Harton House, Harton Colliery,

South Shields

304 Hannah, David, 14, Marine Parade, Penarth

305 Hare, George, Westerton Colliery, Bishop Auckland

306 Hare, Samuel, Howlish Hall, Bishop Auckland (Vice-

President, J/e?rt^ver o/'Coh?*'://) ...

307 Harle, Peter, South Grange, Shincliffe, Durham ...

308 Harris, David, Tendega Collieries, Vryheid, Natal, South .

Africa ...

309 Haselden, Arthur, Linares, Provincia de Jaen, Spain ...

310*Hawker, Edward William, Eagle Chambers, Pirie Street,
Adelaide, South Australia ...

S.
A,
M.
A.
M.

S.
A.M.
M.

Oct. 14
Oct. 7
Aug. I
June 8
Dec. 11
April 12

Oct. 8
Dec. 14
Aug. 3

Dec. 10
Oct. 9
Aug. 2
Oct.
Dec. 13
June 8
June 8
Oct. 7
Aug. 4
June 8
Aug. 5

Dec. 14
Oct. 10

Oct. 12

Dec. 14,

1895

Dec. 14,

1912

Oct. 14,

1895

Feb. 9,

1895

Feb. 12,

1898

Dec. 14,

1907

Aug. 2,

1879

Aug. 1,

1891

Oct. 8

1892

.M.

June 12,

1897

April 13,

1901

L.M

Dec. 11,

1897

April 2,

1898

1896
1899
1903

1912

1911
1876
1885
1889
1909
1913

1910
1889
1895

1904
1897
1902
1909
1902
1907
1889
1876
1883
1889
1916

1889
1908

1907

Oct. 12, 1895

XX VII 1

LIST OF MEMBERS.

311 Hawkins, Thomas Spear, c o The St. Jolin del Rey Mining

Company, Limited, Villa Nova de Lima, Estado de

Minas, Brazil, South America
Hay, Douglas, H.M. Inspector of Mines, 34, Old Elvet,

Durham
Hedley, Arthur Morton, Eston House, Eston, Yorkshire

(Vice-President, il/fjw/ifT o/ Co((?ict/) ...
Hedley, Morton, Stobbilee House, Langley Park, Durham

312
313
314
315 Hedley, Septimus H. , Langholme, Roker, Sunderland

316 Henderson, Charles, Cowpen Colliery Office, Blyth

317 Henderson, William, Alston House, Littletown, Durham

318 Hendy, John Gary Baker, Etherley, via Darlington

319 Henriksen, Gudbrand, Inspector of Mines, Minde, near

Bergen, Norway

320 Herdman, William, St. John's Chapel, County Durham ...

321 Heron, George Patrick, Pont Head House, Leadgate,

County Durham

322 Herrmann, Henry J. A., a Ai'n-Sedjera, par Lafayette,

Algeria ..

323 Heslop, Christopher, Woodside. Marske Mill Lane,

Saltburn-by-the-Sea ...

324 Heslop, Michael, Rough Lea Colliery, Willington, County

Durham

325 Heslop, Septimus, 212, Redland Road, Durdham Park,

Bristol ...

326 Heslop, Thomas, Randolph Colliery, Evenwood, Bishop

Auckland

327 Heslop, Wardle, 8, Beech'Grove Road, Newcastle-upon-

Tyne

328 Heslop, William Taylor, St. Georges Colliery, Hatting

Spruit, Natal, South Africa

329 Hewlett, Alfred, Haseley Manor, ^Varwick

330 Hewlett, Alfred, The Cossall Colliery Company, Limited,

Cossall, near Nottingham ...

331 Hewlett, Erne, Ammanford Colliery Company, Limited,

Ammanford, Carmarthenshire

332 HiGSON, Jacob, Rossland, Northwood, Middlesex ...

333 Hill, Frank Cyril Gibson, Oakdene, Oxford Road,

Moseley, Birmingham

334 Hill, William, The Briars, Hinckley Road, Nuneaton ...

335 Hilton, Thomas Worthington, Wigan Coal and Iron

Company, Limited, Wigan ...

336 Hindmarsh, Joseph Parker, Corrimal, South Coast, New

South Wales, Australia

337 H[NDS0N, Thomas, Framwellgate Colliery, Durham

338 HoDGKiN, Jonathan Edward, Shelleys, Darlington

339 HouG, John, Jun., 154, Prospect Terrace, Eston, Yorkshire

340 Holland, Charles Henry, P.O. Box 415, Auckland, New

Zealand ' ...

341 HoLLiDAY, Martin Forster, Park House. Durham

342 HoLLiDAY, Norman Stanley, Boyne Villa, Langley Moor,

Durham

343 HoLMAN, Nicholas, The Gibraltar Consolidated Gold-mines,

Limited, Sheppardstown, New South Wales, Australia

344 Hood, George, 9, Agents Terrace, Boldon Colliery, County

Durham

Date of Election

and of Transfer.

Aug. 6,

1904

Dec. 14,

1912

Nov. 24,

1894

Dec. 12,

1903

. Feb. 13,

1909

■ Aug. 2,

1913

Feb. 15,

1879

A.M.

Aug. 1,

1885

Aug. 3,

1889

Dec. 9,

1899

Aug. 7,

1909

Oct. 14,

1893

Aug. 6,

1904

April 11,

1908

April 8,

1911

Dec. 10,

1898

Feb. 1,

1868

Aug. 2,

1873

, Feb. 10,

1894

June 21,

1894

Oct. 12,

1895

, Oct. 2,

1880

A.M.

Aug. 4,

1888

Aug. 3,

1889

Dec. 10,

1904

Aug. 7,

1909

June 14,

1913

Aug. 3,

1895

March 7,

1861

June 20,

1908

Oct. 10,

1896

Aug. 7,

1862

April 9,

1910

A.M.

June 9,

1883

Aug. 3,

1889

Aug. 3,

1865

June 20,

1908

Dec. 9,

1905

Dec. 13,

1902

Dec. 11,

1915

April 9,

1910

May 1,

1875

April 10,

1897

Feb. 13,

1904

Dec. 11,

1909

Dec. 14,

1907

LIST OF MEMBERS.

345 Hood, William Walker, Tredean, near Chepstow

346 Hooper, Albert Henry, P.O. Box 152, Bulawayo, Rhodesia,

South Africa ...

347 Hooper, James Augustus, Springfield, Lydney

34S Hopwooi), Howell Arthur, Directeur du District Lusanga,

Huileries du Congo Beige, S.A., Kinshasa, Belgian
Congo. Ty-ansacfions sent to Henley, New Chelsfield,
Orpington, Kent

349 HopwooD, William, Vron Haul, Buckley, Chester

350 HoRNSBY, Demster, Choppington Colliery, Choppington,

Northumberland

351 HoRSWiLL, Frederick J., 1094, Sixteenth Street, Oakland,

California, U.S.A

352 Hoso, Shonosuke, The Matsushima Colliery, West

Sonokigun, Nagasaki, Japan

353 Hotchkis, Daniel, Coal Cliff Collieries, Limited, Clifton,

New South Wales, Australia

354 Howes, Frank Tippett, St. Michaels' House, Brunswick

Road, Gloucester
.355 HowsoN, Charles, Mainsforth, Ferry Hill

356 HoTLE, Henry Patrick, 46, North Bailey,. Durham

357 Humble, Ernest, Killingworth Colliery, West Wallsend,

New South Wales, Australia

358 Humble, John Norman, West Pelton House, Beamish,

County Durham

359 Humble, William, Lawson Street, Hamilton, Newcastle,

New South Wales, Australia

360 Humphris, Henry, Blaenau Festiniog

361 Hunter, Christopher, Cowpen Colliery Office, Blyth

362 Hunter, Joseph Percy, 7, Elmfield Road, Gosforth, New-

castle-upon-Tyne

363 Hunter, Robert, Inspector of Mines, Ipswich, Queensland,

Australia

364 Huntley, John Johnson, 54, Beacon Street, Low Fell, A.

Gateshead-upon-Tyne

365 Hurst, George. Lauder Grange, Corbridge, Northumber-

land

366 Hutchinson, George Weymouth, Greensburg, Westmore-

land County, Pennsylvania, U.S.A.

367 Hutton, John George, Barfield, East Maitland, New

South Wales, Australia

368 Hylton, Frederick William, Ryhope Colliery, Sunderland

369 I'Anson-Robson, William Leonard, Emerson Chambers,

Blackett Street, Newcastle-upon-Tj-ne

370 Ide, Kenroku, Imperial Universit}-, Kioto, Japan

371 Inskipp, Dudley James, 1, Broad Street Place, London, E.C.2.

372 Jackson, Edgar Arthur, Clipsley Lodge, Haydock, St.

Helens ...

373 Jackson, Walter Geoffrey, Prestwick, Witley, Godalming

374 Jacobs, Montagu, 25, Mapesbury Road, Cricklewood,

London, N.W. 2

375 Jameson, John Raine, Chilton Hall, Ferry Hill

376 Jamieson, John William, South Hetton, Sunderland

377 Jarvie, James, Kemhla Heights, near Wolloneong, New

South Wales, Australia

378 Jefferson, Frederick, Whitburn Colliery, South Shields

Date of Election

and of Transfer.

April 9,

1904

Feb. 8,

1913

Dec. 12,

1908

Oct. 12,

1907

Aug. 3,

1901

. Feb. 12,

1898

Feb. 10,

1912

Oct. 14,

1899

April 11,

1908

June 20,

1908

Dec. 10.

1892

Oct. 14,

1893

Dec. 14,

1901

Aug. 4,

1906

June 8,

1907

Dec. 12,

1914

Feb. 14,

1903

Aug. 3,

1907

April 11,

1908

Aug. 2,

1902

Aug. 5,

1905

Feb. 10,

1912

Oct. 14,

1893

Oct. 13,

1900

Dec. 10,

1892

. Dec. 12,

1903

April 8,

1911

. Dec. 12,

1914

June 14,

1902

Dec. 14,

1912

April 12,

1913

April 14,

1883

Aug. 1,

1891

Aug. 7,

1909

Dec. 10,

1904

Aug. 3,

1907

Aug. 6,

1910

Feb. 14,

1914

June 8,

1907

Aug. 7,

1915

.June 7,

1873

Oct. 9,

1909

June 13,

1914

Aug. 2,

1902

Feb. 8,

1908

Dec. 11

1897

LIST OF MEMBERS.

379 Jeffreys, James Henry, Umtali, Rhodesia, South Africa ...

380 Jenkins, Frederick William, 65, Victoria Street, West-

minster, London, S. W. 1 ...

381 Jenkins, William, Ocean Collieries, Treorchy, Khondda,

Glamorgan

382 Jennings, Albert, 12, Swinburne Road, Darlington

383 JoBLiNG, Charles Ernest, Lynton, Claygate, Esher

384 JoBLiNG, John Beresford, 72, Grey Street, Newcastle.

upon-Tyne
385*JoHNS, John Henry, Thorsden, Guildford Road, Woking

386 Johnson, Edward, Trebanog Colliery Company, Forth,

Rhondda, Glamorgan

387 Johnson, Henry Howard

388 Johnson, James, Boldon Lodge, East Boldon, County

Durham

389 Jones, Evan, Plas Cwmorthin, Blaenau Festiniog

390 Jones, Jacob Carlos. WoUongong, New South Wales,

Australia ... ... ... ... ...

391 Jones, Thomas, 5, Little George Street, Westminster,

London, S.W.

392 Jones, Walter, East Moor House, Trimdon Colliery,

County Durham

393 JoYNES, John James, Ferndale, Lydbrook, Gloucestershire

394 Karashima, Asahiko, Engineering Department, The Mitsui

Bussan Kaisha, Limited, Surugacho, Tokio, Japan

395 Kayll, Alfred Charles, Gosforth, Newcastle-upon-Tyne

396 Kellett, Matthew Henry, Eldon, Bishop Auckland

(Memhtr of Council) ...

397 Kelsick, Robert, Aberdare Colliery, Cessnoek, New South

Wales, Australia ... -

398 Kennaway, Thomas William, Killingworth, near

Newcastle, New South Wales, Australia

399 Kennedy, Percy Jo.seph Emerson, 4, St. Nicholas' Build-

ings, Newcastle-upon-Tyne ...

400 KiDD, Thomas, Jun. , Linares, Provincia de Jaen, Spain ...

401 KiRBY, Matthew Robson, 16, Old Elvet, Durham

402 Kirk, Alfred Edwin, Aberdare Extended Colliery,

Cessnoek, New South Wales, Australia ...

403 Kirkby, William, c/o Aire and Calder Navigation, Leeds

404 KiRKUP, Austin, Mining Office, Bunker Hill, Fence Houses

405 KiRKUP, Frederic Octavius, Medomsley, County Durham

406 KiRKUP, Philip, Leafield House, Birtley, County Durham

(Member of Council) ... ...

407 KiRSOPP, John, Fairholme, Gateshead-upon-Tyne

408 KiRTLEY, William, 35, Holywell Avenue, Monkseaton,

Whitley Bay, Northumberland

409 KiRTON, Hugh, Kimblesworth Colliery, Chester-le-Street ...

410 KiTCHiN, James Bateman, Luchana, Egremont, Cumber-

land
411*Knowles, Robert, Ednaston Lodge, near Derby

Date of Election
and of Transfer.

Oct. 8
Aprill4

Dec.

1862

June

20,

1908

Dec.

1916

Dec.

1916

June

21.

1894

Dec.

1905

Feb.

13,

1904

A. Aug.
M. Dec.

6,
12,

1898
1903

April

13,

1907

Aug.

1892

June

12,

1897

S. Feb.

1901

A. Aug.
M. Feb.

1,
10,

1908
1917

Aug.

1904

Aug.
S. Oct.

1915
1876

M. Aug.
S. April
M. Aug.

11,

1889
1891
1895

June 1
Aug. 6

June 11,

1910

Aug. 3,

1895

S. June 9,

1900

A. Aug. 1,

1903

M, Oct. 12,

1907

Dec, 14,

1912

A.M. April 2,

1898

M. Aug. 6,

1904

S. April 9,

1892

M. June 12,

1897

S.April 9,

1892

A.M. April 25,

1896

M. Feb. 14,

1903

S. March 2,

1878

A.M. Aug. 7,

1886

M. Aug. 3,

1889

June 9,

1900

Feb. 8,

1913

S. April 7,

1877

A.M. Aug. 1,

1885

M. June 8,

1889

Aug. 5,

1905

April 10,

1886

1904
1917

1912

1910

LIST OF MEMBERS.

XXXI

412 KoNDO, R. , CO Furukawa Mining Oifice, 1, Icchome

Taesucho, Kojimachi, Tokyo, .Japan

413 KoRTE, Christian, 10, Avenue Crescent, Harehills Avenue,

Leeds ...
414*KwANG, KwoNG Yung, Lincheug Mines, Lincheng, via
Peking, North China

415 Lacey, Frank Philip Si.eigh

416 Laird, John, 2, Woodville Place, Maryfield, Dundee

417 Lancaster, John, Dunchurch Lodge, Rugby

418 Lancaster, John, Auchenheath, Hamilton ...
419*Landero, Carlos F. de, 100, Madison Park Apartments,

9th and Oak Streets, Oakland, California, U.S.A.
420 Langslow-Cock, Edward Arthur, Chief Inspector of

Mines, Naraguta, Bauchi Province, Northern Nigeria, A. M.

West Africa ... ... ... ... ... ... M,

421*Laporte, Henry, 151, Chaussee de Charleroi, Brussels,

Belgium

422 Lathbury, Graham Campbell, Giridih, E.I.R., Bihar and

Orissa, India ...

423 Latimer, Hugh, Holbeck Villas, Crook, County Durham... S.

A.
M.

424 Lawn, James Gunson, c/o The Standard Bank of South

Africa, Limited, 10, Clement's Lane, Lombard Street,
London, E.C. 4.

425 Lawson, William, 2,S, Ballast Point Road, Balmain,

Sydney, New South Wales, Australia ...

426 Leach, Charles Catterall, Seghill Hall, Northumber- S.

land (Retiring Vice-President, Member of Council) ... A.M.

427 Lebour, George Alexander Louis, Armstrong College,

Newcastle-upon-T^Tie. Transactions, etc., sent to Rad-
cliffe House, Corbridge, Northumberland

428 Leck, William, H.M. Inspector of Mines, Cleator Moor,

Cumberland ...

429 Leck, William John, Cleator Moor, Cumberland

430 Ledger, William, Mount Nicholas, Tasmania

431 Lee, John Wilson Richmond, 70, St. Helens Gardens,

North Kensington, London, W. 10

432 Lee, Percy Ewbank, Westfield, Annfield Plain, County

Durham ... ... ... ... ...

433 Lee, William, Blackball Colliery, Castle Eden, County

Durham

434 Leech, Arthur Henry, 11, King Street, Wigan

435*Lessner, Charles, Carril, Pontevedra, Spain

436 Lidster, Ralph, Langley Park Colliery, Durham ...

437 Lisboa, Miguel Arrojado Ribeiro, 426, Praia de Botafogo,

Rio de Janeiro, Brazil, South America ...

438 LiSHMAN, Tom Alfred, Horden Dene, Easington, Castle

Eden, Count}' Durham

439 LiSHMAN, William P]rnest. 73, Osborne Road, New-

castle-upon-Tyne

440 Li.sTER, John Alfred, The Anchorage, Hinderwell, York-

shire

441 Liveing, Edward H., Brookfield House, Long Stanton,

Cambridge .., ...

442 LocKwooD, Alfred Andrew, 55, Kilmorie Road, Forest

Hill, London, S.E. 23

Date of Election
ami of Transfer.

June 21, 1894

Feb. 13, 1909

June 8, 1895

April 12, 1913
June 13, 1914
March 2, 1865
Sept. 7, 1878

Feb. 15, 1896

Aug. 2, 1902
April 12, 1913

May 5, 1877

Feb. 14, 1903

Feb. 15, 1896

Aug. 1, 1903

Feb. 11, 1905

July 14, 1896

Aug. 6, 1910
March 7, 1874
Aug. 6, 1881
Aug. 4, 1883

Feb. 1, 1873

Nov. 24, 1894
Dec. 12, 1914
Aug. 5, 1911

Aug. 5, 1893

Feb. 11, 1905

Feb. 10, 1912
Feb. 9, 1901
Oct. 14, 1911
April 4, 1903

S
A
M.

Aug. 5, 1905
Nov. 24, 1894
Aug. 7, 1897
April 13, 1901

A
M.

A.M.

June 10, 1893
Dec. 8, 1906
Aug. 6, 1910
Feb. 10, 1917
Sept. 1, 1877
Aug. 2, 1884
Aug. 3, 1889

June 12, 1897

XXII

LIST OF MEMBERS.

Dat« of Election
and of Transfer.

Aug. 4, 1906
A. Feb. 11. 1905
M. Aprin4, 1917

June 11, 1910

Feb. 15, 1896
Dec. 14, 1889

Nov. 6, 1869
Oct. 14, 1905
Feb. 13, 1909

443 Long, Ernkst, Stenulale, Romiley, Stockport

444 LoNGRiDGE, John, The Bungalow, Ginteen, Castlecomer,

County Kilkenny

445 LoNGWORTH, William, Ocean House, Moore Street, Sydney,

New South Wales, Australia

446 Louis, Hknry, 4, Osborne Terrace, Newcastle-upon-Tyne

(Retiring Vick-President, Memhei- of Council)

447 LowDON, Thomas, Hanisteels, near Durham ...

448 LuPTON, Arnold, 7, Victoria Street, Westminster, London,

S.W.I

449 Ltall, Edward, 19, Victoria Road, Darlington

450 Lyall, William, 15, Bracken Road, Darlington

451 McCarthy, Edward Thomas, 10 and 11, Austin Friars. A.M.

London, E.G. 2 M.

452 McCowAN, Robert David, Roseneath, near Whitehaven ...

453 McGeachie, Duncan, West Wallsend, New South Wales,

Australia

454 MacGrkgor, Donald, Bentley CoUierv, Doncaster... ... S.

A.
M.

455 McInerny, Augustin Joseph, 7, rue Blanche, Paris, France

456 Mackintosh, James, Mihijam, E.I.R., Sonthal Pergunnahs,

Bihar and Orissa, India

457 McIntosh, Stewart, 24, Oaklands, Gosforth, Newcastle-

upon-Tyne ... ... ...

458 McLellan, Neil, Idsley House, Spennymoor

459 McMurtrie, George Edwin James, Radstock, Bath

460 McVee, Robert, Inspector of Mines, Jones Street, Collie,

Western Australia ...

461 Manderson, John Thomas, North Seaton Colliery, New-

biggin-by-the-Sea. Northumberland

462 Manning, Arthur Hope, P.O. Box 88, Heidelberg, Transvaal
463*M.A.RKHAM, Gervase Edward, Acton House, Darlington ...

464 Marks, Arthur Tristman, 7, Cascade Avenue, Muswell

Hill, London, N. 10

465 Marks, Herbert T., 57, Moorgate Street, London, E.C. 2.

466 Marley, Frederic Thomas, Monkscroft, St. Bees, Cum-

berland...

467 Mabr, James Heppell, Castlecomer, County Kilkenny ...

468*Marriott, Hugh Frederick, c'o The Central Mining and
Investment Corporation, Limited, 1, London Wall
Buildings London Wall, London, E.C. 2 Dec. 12,1896

469 Marsh, Thomas Aspinall, Leaders Buildings, Wigan ... Oct. 10,1908

470 Marshall, Alexander Gilchrist, Denniston, BuUer,

New Zealand Dec. 10, 1910

471 Martin, Henry Stuart, co H. Eckstein and Company,

P.O. Box 149, Johannesburg, Transvaal...

472 Martin, Tom Pattinson, Seaton Park, near Workington...

473 Matsubayashi, Yasukuma, Daimyokoji, Karatsumachi,

Sagaken, Japan

474 Matthews. Frederick Berkley, Westerhall, Langholm A.

475 Maurice, William, Star Works, Young Street, Sheffield

476 Mawson, Robert Bryham, Elm Bank, W igan

477 Mein, Henry Johnson, Carterthorne Colliery, Toft Hill,

Bishop Auckland Dec. 9,1899

S.
A.
M.
A.
M.

Oct. 8, 1887
Aug. 3, 1889
Dec. 11, 1909

Nov. 24, 1894
. Feb. 9, 1901
. Aug. 1, 1908
, Feb. 10, 1917

Aug. 4, 1906

Oct. 12, 1895

Feb. 12, 1910

Dec. 13, 1902

. Aug. 2, 1884

. Dec. 12, 1891

June 1, 1912

Dec. 10, 1910

Dec. 11, 1897

. Dec. 4, 1875

, Aug. 7, 1880

. June 8, 1889

June 12, 1909
Oct. 12, 1901
Oct. 8, 1898
Aug. 5, 1905
Dec. 14, 1907
Feb. 13, 1897
Dec. 12, 1903

April 13,
April 4,

Feb. 12,
Dec. 9,
June 8,
Dec. 14,
June 11,

190^
1903

1916

1882
1889
1907
1892

LIST 01-' MEMBERS.

XXXIll

478 Mellon, Henry, Brook Lea, Askam, Lancashire

479 Mekivale, Charles Herman, Midtneton Hall, Micldleton,

Leeds

480 Merz, Charles Hesterman, 32, Victoria Street, West-

minster, London, S.W. 1

481 Mescrier, George James Brooke Le, Ballarpur, Chanda,

Central Provinces, India

482 MiDDLETON, John Thomas, 28, Victoria Street, West-

minster, London, S.W. 1. ...

483 MiLBURN, Edwin Walter, 3, Haven View, Newbiggin-by-

the-Sea, Northumberland ...

484 Mills, Frederick Peter, 854, Scotswood Road, New-

castle-upon-Tyne ...

485 Milne, Norman Boarer, Inspector of Mines Office, Boks-

burg, Johannesburg, Transvaal

486 Minns, Thomas Tate, Ouston House, Birtley, County

Durham

487 Minto, George William, Harraton Colliery, Chester-le-

Street ...

488 Montgomery, Alexander, Department of Mines, Perth,

Western Australia ...

489 Moore, Frederick George, Burleston, Studley Road,

Torquay; and 42, Cranbourn Street, London, W.C. 2.

490 Moore, Robert Thomas, 142, St. Vincent Street, Glasgow

491 Moore, William, Westfield, Loftus, Yorkshire

492 Moreing, Charles Algernon, 20, Copthall Avenue,

London, HC. 2.

493 Morgan, Griffith Rees, 178, Commercial Street, Sen-

ghenydd, Cardiff

494 Morgan, John, Stanley Villa, Crook; County Durham

495 Morgans, Godfrey Ewart, Superintendent, National Pro-

jectile Factories, Quebec Chambers, Leeds

496 MoRisON, John, 18, Windsor Terrace, Newcastle-upon-Tyne

[Memher of Council) ...

497 Morland-Johnson, Edward Thomas, The Limes, 6; Hart-

ington Road, Chorlton-cum-Hardj% Manchester

498 Morris, John, 15, Brynmill Crescent, Swansea

499 Morris, William, Waldridge Colliery, Chester-le-Street ..

500 Morse, Willard S. , Seaford, Delaware, U.S. A

501*MoRT, Arthur, Khost, N. W. R. , Baluchistan, India

502 Morton, Reginald Charles, 4th Battalion, Northumber-

land Fusiliers, 31st LB.D., A. P.O. S. 17, British
Expeditionary Force, Fi-ance

503 Morton, William Ro.stern, 37, Shortridge Terrace, New-

castle-upon-Tyne

504 Mountain, William Charles, Sun Buildings, Collingwood

Street, Newcastle-upon-Tyne {Member of Council)

505 Mundle, Arthur, Murton Chambers, 8, Grainger Street,

Newcastle-upon-Tyne

506 Murray, William Cuthbert, Framwellgate Colliery,

Durham

507 Murray, William John, Victor American Fuel Company,

311, E. and C. Building, Denver, Colorado, U.S.A. ...

508 Musgrove, William, Heddon Colliery, Wylam, North-

umberland

509 Mutch, Stanley Robert, East Lodge, Seaton, \^■orkington

Date of Election
and of Transfer.

April 25, 1 896

S. June 9, 1900

A. Aug. 6, 1904

M. Dec. 14, 1907

June 10, 1903

Aug. 1, 1914

Dec. 10, 1910

S. Feb. 10, 1900

A. Aug. 5, 1905

M. June 9, 1917

April 4, 1914

Dec. 11, 1909
S. April 10, 1897
A. Aug. 1, 1903
M. Feb. 12, 1910
A. Oct. 10, 1891
M. Feb. 14, 1914

Dec. 9, 1899

A.M. Dec. 7, 1909

M. Dec. 13, 1913

Oct. 8, 1892

A.M. Nov. 19, 1881

M. Aug. 3, 1889

Nov. 7, 1874

Aug. 7, 1915
Dec. 9, 1905

Dec. 12, 1914

A.M. Dec. 4, 1880

M. Aug. 3, 1889

April 10, 1897
A. April 4, 1903
M. Aug. 6, 1904
Oct. 8. 1892
June 13, 1896
Dec. 9, 1899

Aug. 3, 1907

Aug. 7, 1909

April 9, 1892

S. June 5, 1875

M. Aug. 4, 1877

June 10, 1903

June 13, 1914

S. June 8, 1895

A. Aug. 1, 1903

M. Feb. 10, 1917

April 10, 1915

LIST OF MEMBERS.

510 Nagazumi, Junjiro, Kannonsaki, Shiiiionoseki, Japan

511 Nelson, Charles Anthoky, Battle Hill, Willington Quay,

Northumberland

512 Nelson, George Catron, Holly Garth, Brandon Colliery,

County Durham

513 Nesbit, John Straker, Marley Hill Colliery, Swahvell,

County Durham

Date of Election
and of Transfer.

Dec. 12, 1908

Dec. 14, 1912
A. Feb. 8, 1902
M. Feb. 10, 1912
S. Oct. 9, 1897
A. Aug. 5, 1905
M. Oct. 12, 1907

514 Newbery, Frederick, Throgmorton House, Copthall A.M. April 2, 1898

Avenue, London, E.G. 2 M. Feb. 13, 1904

515 Newbigin, Henry Thornton, 3, St. Nicholas' Buildings,

Newcastle-upon-Tyne ... ... ... ... ... Oct. 13, 1894

516 Nicholas, Benjamin, Levant Mining Company, Levant

Mine, Pendeen, Cornwall ...

517 Nicholson, Arthur Darling, H.M. Divisional Inspector

of Mines, Astley, Manchester ... ...

518 Nicholson, John Hodijson, Cowpen Colliery Office, Blyth

519 Nisbet, Norman, Harperley Hall, Tantobie, County Durham

520 Noble, Ernest Edward. 30, Ashleigh Grove, Fulwell,

Sunderland
.521 Noble, Thomas George, Sacriston Colliery, Durham

522 NoMi, AiTARO, No. 2, 7 Chome, Kitamachi, Aoyama,

Tokyo, Japan ... ... ... ... ..

523 Northey, Arthur Ernest, Mina Dario, Muga de Sayago,

Zamora, Spain
524*Northumberland, His Gra'ce the Duke of, Alnwick
Castle, Northumberland ... ... .j.

Oct. 8, 1910
S. June 13, 1885
A. Aug. 4, 1894
M. Feb. 12, 1898
.S. Oct. 1, 1881
A. Aug. 3. 1889
M. April 8, 1893
S. Nov. 24, 1894
A. Aug. 3, 1901
M. Aug. 6, 1904

April 8, 1916
A. Feb. 13, 1892
M. June 8, 1895

Aug. 5, 1899

June 10, 1903

Aug. 2, 1913

525 Gates, Robert Joseph William, c/o Bank of New South S. Feb. 10, 1883

Wales, Launceston, Cornwall, Tasmania ... ... A.M. Aug. 1, 1891

M. Dec. 12, 1891

526 Oliver, Ernest Hunter, Durham House, Murton Colliery,

County Durham

S. Feb. 8, 1902
A. Aug. 1, 1908
M. Oct. 9. 1909

527 Oliver, Robert, Cold Knott Collieries, Crook, County

Durham Dec. 11, 1915

528 Olsen, Arnold Carl Louis, P.O. Box 2, Florida,

Transvaal Dec. 9, 1905

529 Ornsby, Robert Embleton, 7. Osborne Terrace, Newcastle.

mpon-Tyne (ATember of Coiniri!) ... ... ... ... June 11, 1898

530 Oughton, Ernest, Baluchistan Chrome Company, Limited, A. Dec. 11, 1909

Quetta, Baluchistan, India ... ... ... M.Aug. 5,1911

531 Owens, William David, Lehigh Valley Coal Company, 239,

Philadelphia Avenue, Pittston, Pennsylvania, U.S.A. Feb. 11, 1905

532 Palmer, Claude Bowes, Wardley Hall, Pelaw, Newcastle- A.M. Nov. 5, 1892

upon-Tyne

533 Palmer, Harry, 16, Fountain Street, Guisborough, York-

shire ... ■ ...

534 Pamely, Caleb, 64, Cromwell Road, Bristol

535 Pamplin, Eliah George, Cherry Hin ton, Cambridge

536 Parish, Charles Edward, 63, Hanger Lane, Ealing,

London, W. 5.

537 Parkin, Robert, Hartford Colliery, Cramlington, North-

umberland

M. June 8, 1895
S. June U, 1902

A. Aug. 7, 1909

M. Dec. 12, 1914
S. Sept. 5, 1868

M. Aug. 5, 1877
Aug. 1, 1903

Feb. 10, 1900

Feb. 10, 1917

LIST OF MEM HERS. XXXV

IJate of Election
and of TranRfer.

538 Parrington, Henry Mason, Ueiie House, Castletown, S. Feb. 13, 1904

Sander\&nd (Member of Coinicil) A.Aug. 3,1907

M. Aug. 7, 1909

539 P.\RRiNGTON, Matthew William, VVearmouth Colliery, Sun-

derland (Past-President, Honorary Secretary, 8. Dec. 1, 1864

Member of Council) M.Aug. 6,1870

540 Parrington, Thomas Elliot, Carley Hill, Monkwear- S. Aug. 3, 1895

mouth, Sunderland A. Aug. 1, 1903

M. Oct. 12, 1907

541 Parsons, Hon. Sir Charles Algernon, K.C.B., Heaton A.M. June 12, 1886

Works, Newcastle-upon-Tyne M. Aue;. 3, 1889

542 Pasquier, Arthur Edmund du, The British Westinghouse

Electric and Manufacturing Company, Limited, Con-
solidated Buildings, Johannesburg, Transvaal ... ... Dec. 11,1915

543 Paterson, John, 57, Laburnum Avenue, Wallsend, North-

umberland Feb. 10, 1917

544 Pattison, Charles Arthur, Evenwood, Bishop Auckland S. April 13, 1901

A. Aug. 5, 1905
M. April 14, 1917

545 Peake, R. Cecil, Cumberland House, Redbourn, St. Albans S. Feb. 7, 1880

A.M. Aug. 7, 1886

M. Aug. 3, 1889

546 Pearson, John Charlton, Butt Bank House, Fourstones, A. Feb. 14, 1903

Northumberland M. Feb. 10, 1917

547 Pearson, Reginald George Feb. 12, 1910

548 Pedelty, Simon, 3, Tunstall Terrace, Ryhope Colliery, A. Dec. 10, 1892

Sunderland M. Dec. 14, 1907

549 Peel, Robert, New Brancepeth Colliery, Durham Aug. 6. 1892

550 Percy, Frank, Mining and Technical College, Wigan.

Transactions sent to The Librarian, Wigan Free

Library, Wigan Dec. 12, 1903

551 Percy, Robert McLeod, Woodside, Poynton, Stockport Dec. 14, 1907

552 Phillips, Henry Archibald Allen, Westmancote,

Uplands Terrace, Swansea .. . ... ... ... ... June 1, 1912

553 Phillips, Percy Clement Campbell, Hall's Collieries,

Limited, Swadlincote, Burton-upon-Trent ... ... June 10, 1903

5.54 PoCKSON, AIelville John Hastings, Kenilworth, East

Avenue, Benton, Newcastle-upon-Tyne .. ... ... Oct. 8, 1910

555 Pollitzer, Samuel Joseph, Terrys Chambers, 14, Castle-

reagh Street, Sydney, New South Wales, Australia ... April 12, 1902

556 Poole, Gordon George Thomas, Engineer's Office, Wash-

ington Steel and Iron Works, Washington Station, A.M. Oct. 11, 1913

County Durham M, Dec. 12, 1914

557*PooRE, George Bentley, Ross, Marin County, California, A.M. Dec. 10, 1898

U.S.A M. April 8, 1899

558 Porter, John Bonsall, McGill University, Montreal,

Quebec, Canada Dec, 8, 1900

559 Powell, Charles Henry, Mount Biggenden Bismuth

Mine, Biggenden, Queensland, Australia... ... ... June 14, 1902

560 Prest, John Joseph, Hardwick Hall, Castle Eden, County

Durham Feb. 9, 1901

561 Price, Stephen Richard, Dilston House, Corbridge, S. Nov. 3, 1877

Northumberland A.M. Aug. 1, 1885

M. Aug. 3, 1889

562 Price, Samuel Warren, The Wern, Peterston-super-Ely,

Cardiff Aug. 3, 1895

563 Priest, William Hall, Auton Field, Bearpark, Durham... Feb. 10, 1917

564 Pringle, John Archibald, Mysore Mine, Marrikuppam,

Mysore, Lidia Dec. 10,1898

565*Prior, Hon. Edward Gawler, Victoria, British Columbia.

Transactions sent to Thomas R. Stockett, Western

Fuel Company, Nanaimo, British Columbia ... ... Feb. 7,1880

566 PuLLON, Joseph Thomas, Rowangarth, North Park Road,

Roundhay, Leeds Feb. 11, 1905

XXXVl LIST OF MEMBERS.

Date of Election
and of Transfer.

567 Rae, John Livinuton Campbell, Lisgar, 75, King Street,

Newcastle, New South Wales, Australia Oct. 14,1899

568 Raink, Frederick James, The New Copley Collieries, S. Feb. 15, 1896

Limited, Cockfield, County Durham ... A. Aug. 6, 1904

M. Feb. 9, 1907

569 Ramsay, John, Tursdale Colliery, Ferry Hill A. April 27, 1895

M. Feb. 13, 1904

570 Ramsay, William, The Redlands, Ibstock, Leicester ... Feb. 12, 1910

571 Raw, George, Haltwhistle, Northumberland ... ... June 13, 1914

572 Redman, Sydney George, Collingwood Buildings, New-

castle-upon-Tyne Feb. 10, 1906

573 Redwood, Sir Bov^erton, Bart., The Cloisters, 18, Avenue

Road, Regent's Park, London, N.W. 8 June 21, 1894

574 Reed, William Fenwick, 16, Princes Gardens, Monk-

seaton, Whitley Bay, Northumberland ... ... ... April 8, 1916

575 Rees, Robert Thomas, Glandare, Aberdare ... ... Aug. 7, 1897

576 Rees, William Thomas, Maesyffynon, Aberdare ... ... A.M. Oct. 9, 1897

M. Feb. 12, 1898

577 Rhodes, Charles Edward, The Bungalow, Lane End,

Rotherham Aug. 4, 1883

578 Richardson, Nicholas, c/o Miss D. Richardson, 3, Summer. S. Dec. 12, 1896

hill Grove, Newcastle-upon-Tyne .. ... ... ... A. Aug. 3, 1901

M. Dec. 14, 1901

579 Riddle, James Edw.\rd, 6, Loraine Terrace, Lemington,

Scotswood, Northumberland ... ... ... ... Oct. II, 1913

580 Ridge, Harry Mackenzie, 2, Great Winchester Street,

London, E.C. 2 Dec. 14, 1907

581 Ridley, George Dinning, Linton Colliery, Ashington, A. Feb. 8, 1890

Northumberland '. M. Feb. 10, 1917

582 Ridley, James Cartmell, Cathedral Buildings, Newcastle-

upon-Tyne Dec. 14, 1912

583 Ridley, Norman Baukhoiisb, Union Chambers, 32,

Grainger Street West, Newcastle-upon-Tyne ... ... June 8, 1895

584 Ridpath, Thomas Ro.ssiter, Blaydon Burn, Blaydon-upon- S. June 8, 1901

Tyne, County Durham " A. Aug. 4, 1906

M. April 9, 1910

585 RiGBY, Thomas Henry, Leaders Buildings, King Street,

Wigan ... Dec. 12, 1908

586 RiT,soN, John Ridley, Burnhope Colliery, Lanchcster, S. April 11, 1891

Durham A.M.Aug. 3,1895

M. Feb. 14, 1903

587 RiTSON, Utrick Alexander, Milburn House, Newcastle-

upon-Tyne Oct. 7, 1871

588 RiTSON, William Henry, CM. G., Springwell Hall, Durham A.M. Dec. 11, 1915

M. June 3, 1916

589 Roberton, Edward Heton, Sibpur College, Calcutta,

India Dec. 12, 1914

590 Roberts, James, Jun., Perran House, Perranporth,

Cornwall Dec. 14, 1895

591 Roberts, John, 41, Coram vStreet, Russell Square, London,

W.C. 1. Feb. 10, 1912

592 Roberts, William, Bella Vista, Perranporth, Cornwall ... Aug. 4, 1906

593 Robertson, Daniel Alexander Wilberforoe, Metro-

politan Colliery, Helensburgh, near Sydney, New

South Wales, Australia Aug. 6.1892

594 Robertson, David Wilson, Vanduara, Kirriliilli Point,

near Sydney, New South Wales, Australia April 8,1916

595*RoBERTSoN, James Robert Millar, 38, Pitt Street,

Sydney, New South Wales, Australia Aug. 2, 1890

596*RoBiNS, Samuel Matthew, Netherleigh, Torrs Park, Ilfra-

combe. Transactions sent to Thomas R. Stockett,

Western Fuel Company, Nanaimo, British Columbia ... Oct. 12,1895

597 Robinson, George, Boldon Colliery, County Durham ... June 10, 1899

LIST OF MEMBEBS.

xxxvn

598 Robinson, Georcje Henry, Jun.. The Itabira lion Ore

Company, Limited, c/o Wilson, Sons and Company,
Limited, Rio de Janeiro. Brazil, South America

599 Robinson, John Thomas, South Medomslej' Colliery,

Dipton, County Durham

600 Robinson, John William, Hill Crest, Rosehill, Willington

Quay, Northumberland ...

601 Robinson, Stanley, Colliery Office, Bunker Hill, Fence

Houses ... .. ... ...

602 Rochester, William, Hightield, Beechwood Avenue,

Ryton, County Durham

603 Rogers, John, Tanfield Lea House, Tantobie, County

Durham

604 Ronaldson, James Henry, 19, Cumberland Road, Head-

ingley, Leeds ...

605 Rosenplaenter, Carlos Bernard, c'o Henry S. King

and Company, 65, Cornhill, London, E.C. 3.

606 Routledge, William Henry, Glanbaiden, Gilwern,

Abergavenny ... ... ... ... ... ... ...A

607 Rowe, Joseph Seymour, Metropolitan Colliery, Helens-

burgh, New South Wales, Australia

608 Rowley, Walter, 20, Park Row, Leeds

609 RuMBOLD, William Richard, Oruro, Bolivia, South

America, via Buenos Aires i Tupiza

610 Rus.SELL, Robert, Coltness Iron Works, Newmains,

Lanarkshire ...

611 Rutherford, Hooper, y Llanerch, Rhymney, Cardiff

612 Rutherford, Robert, The Lawn, Rhymney, Cardiff

613 Ryle, Percy, South View, Crook, County Durham

Date of Election
and of TiaiLsfer.

S. Dec. 9, 1899
M. April 8, 1905

614*Saise, Walter, Stapleton, Bristol

..A

615 Sam, Thomas Birch Freeman, Domkodu, Cape Coast

Castle, Gold Coast Colony, West Africa

616 Samborne, John Stukely Palmer, Timsbury House,

Bath

617 Sample, James Bertram, Coolbawn, Castlecomer, County

Kilkenny

618 Sampson, William, Coast Water Supply, Kapar, Selangor,

Federated Malay States
619*Samwell, Nicholas, P.O. Box 385, Rangoon, Burma, India

620 Sandow, William John Josiah, Treswithian, Camborne

621 Saner, Charles Benjamin, Luipaards Vlei Estate and

Gold-mining Company, Limited, P.O. Box 53, Krugers-

dorp, Transvaal ...

622*Sawyer, Arthur Robert, 826, Salisbury House, London

WaU, London, E.C. 2 A

623 Schnabel, Leberecht Ferdinand Richard, Sun Buildings,

Corner of Bourke and Queen Streets, Melbourne,
Victoria, Australia ... ... .., ... ... .>.

624 Scott, Anthony, Netherton Colliery, Nedderton. Newcastle-

upon-Tyne

625 Scott, Charles F., Newbell, Consett, County Durham ...

626 Scott, Ernest, 42, Westgate Road, Newcastle-upon-Tyne

Feb. 13,

1892

S. April 12,

, 1902

A. Aug. 5,

1905

M. Feb. 14,

, 1914

S. Oct. 12,

1901

A. Aug. 1,

1908

M. Jime 1,

1912

A. Dec. 10,

1898

M. Dec. 12,

1908

S. April 8,

1899

A. Aug. 4,

1906

M. Feb. 11,

1911

Aug. 6,

1892

June 1,

1912

S. Oct. 7,

1876

.M. Aug. 1,

1885

M. June 8,

1889

Aug. 3,

1907

Aug. 5,

1893

June 14,

1902

Aug. 3,

1878

S. Dec. 1],

1909

A. Aug. 2,

1913

M. June 9,

1917

Oct. IJ,

1902

April 14,

1917

.M. Nov. 3,

1877

M. Aug. 3,

1889

Aug. 5.

1893

Aug. 1,

1891

S. Jan. 19,

1895

A. Aug. 4,

1900

M. Oct. 10,

1903

Oct. 9,

1909

April 13,

1901

Feb. S,

1908

A. April 10,

1897

M." June 10,

1911

S. Dec. 6,

1873

.M. Aug. 2,

1879

M. June 8,

1889

April 13,

1907

April 8,

1905

S. April 11,

1874

M. Aug. 4,

1877

April 9,

1892

XXXVlll LIST OF MEMUEllS.

Date of Election
and of Transfer.

627 SuoTT, Edward Charlton, \\oo(lside Cottage, Totley Rise, A. Oct. 8, 1892

Shetfield M. Feb. 11, 1899

628 Scott, Herbekt Kilburn, 46, Queen Victoria Street,

London, E.G. 4 Oct. II, 1902

629 Scott, William An(!us, 102, St. Mary Street, Cardiff ... June 10, 1911

630 Scott, Walter IIouert, The Limes, South Moor, Stanley,

County Durham April 4,1914

631 Sedcole, William John, 17, Westoe Road, South Shields April 4, 1914

632 Setiina, Nanabhoy Rustomji, c,'o Midland Coal, Coke and

Iron Company, Limited, Apedale, Newcastle, Stafford-
shire ... Oct. 10, 1914

633 Severs, Joseph, North Walbottle, Newburn, Northumber-

land June 8, 1901

634 Severs, William, Beamish, County Durham A.Nov, 5,1892

M. Dec. 8, 1900

635 Shanks, John, Nordegg, Alta, Canada Aug. 5, 1905

636 Sheafer, Arthur Whitcomb, Pottsville, Pennsylvania,

U.S.A Aug. 4,1894

637 Shiel, Francis Robert Archibald, Rosebank, Burnoptield,

County Durham ... .June 10, 1911

638 Simon, Frank, Rand Club, Johannesburg, Transvaal ... Dec. 14, 1895

639 Simpson, Charles Liddell, 13, Montagu Place, Montagu

Square, London, W. 1 April 8, 1893

640 Simpson, Francis L. G., Mohpani Coal-mines, Cadawarra, A.M. Dec. 13, 1884

C.P., India M.Aug. 3,1889

641 Simpson, Frank Robert, Hedgefield House, Blaydon-upon-

Tyne, County Durham (Retiring Vice-President, S. Aug. 4, 1883
Member of Council) M.Aug. 1,1891

642 Simpson, John, Follonsby, Hawthorn Gardens, Monkseaton,

Whitley Bay, Northumberland (President, Member of S. Dec. 6, 1866
Council) .". M.Aug. 1,1868

643 Simpson, John Bell, Bradley Hall, Wylam, Northumber-

land (Past-President, J/ewifcer o/ C'om/;c/0 Oct. 4.1860

644 Simpson, Robert Rowell, Inspector of Mines, Dhanbaid, S. Aug. 3, 1895

E. I. R., Manbhum, Bihar and Orissa, India A.Aug. 2,1902

M. Oct. 11, 1902

645 Simpson, Thomas Ventress. Throekley Colliery, Newburn, S. Dec. 14, 1895

Northumberland ". A. Aug. 2, 1902

M. Dec. 13, 1902

646 Skertchley, Sydney A. R., c/o The Institution of Mining

and Metallurgy, 1, Finsbury Circus, London, E.C. 2. April 13, 1901

647 Slater, Thomas Edward, Ystradgynlais, Breconshire ... S. April 13, 1907

A. Aug. 2, 1913
M. April 14, 1917

648 Sloan, Robert Patrick, Craiglea, Graham Park Road,

Gosforth, Newcastle-upon-Tyne ... Oct. 8, 1910

049 Smallwood, Percy Edmund, The Garth, Medomsley, A. Oct. 11, 1902

County Durham M. Oct. 12, 1907

6.50 Smart, Alexander, 4, London Wall Buildings, London

Wall, London, E.C. 2 Feb. 10, 1894

651*Smith, Richard Clifford, Grovehurst, Tunbridge Wells Dec. 5, 1874

652 Smith, Robert Fleming, Melwyn, Cleator Moor, Cumber--

land Aug. 6, 1904

653 Smith, William, P.O. Box 653, Johannesburg, Transvaal ... Oct. 11, 1902

654 Smith, William Woodend, 1, Victoria Terrace, St. Bees,

Cumberland '. Aug. 6, 1904

655 Snodgrass, Benjamin Walter, Delagua, Colorado, U.S.A. June 13, 1914

656 Sopwith, Arthur, 30, Handsworth Wood Road, Hands-

worth, Birmingham ... ... ... ... ... ... Aug. 6, 1863

657 Southern, Charles, Radstock, Bath S. June 10, 1903

A. Aug. 7, 1909
M. April 14, 1917

658 Southern, Edmund Octavius, North Seaton Hall, S. Dec. 5, 1874

Newbiggin-by-the-Sea, Northumberland .. A.M. Aug. 1, 1885

M. June 8 1889

Date of Election

and of Transfer.

Aug.

1865

. Dec.

14,

1895

Aug.

1901

, Dec.

12,

1914

Feb.

10,

1906

Nov.

1878

A.M.

Aug.

1884

Aug.

1889

April 12,

1902

April 14,

1883

Aug.

1891

Aug.

1895

Aug.

1905

Dec.

10,

1904

June

1895

Aug.

1873

A.M.

Aug.

1882

June

1889

. Oct.

1880

A.M.Aug.

1888

• Aug.

1889

LIST OF MEMBERS. XXXI. \

659 SoUTHEKN, R. VV. A., 33, The Parade, Cardiff

660 Southern, Stephen, Heworth Colliery, Felling, Gateshead-

upon-Tyne ... ... ... ... ...

661 SouTHWooD, Reginald Thomas Enfield, Nether House,

Spencer Road, Putney, London, S.W. 15.

662 Spence, Robert Foster, Backworth, Newcastle-upon-Tyne

663 Stanley, George Hardy, South African School of Mines and

Technology, P.O. Box 1176, Johannesburg, Transvaal

664 Steavenson. Charles Herbert, Redheugh Colliery, Gates-

head-upon-Tyne

665 Steel, Robert, Wellington Colliery Ofi&ce, Whitehaven ...

666 Stephenson, Ralph, Fern Cottage, Poolstock Lane, Wigan

667 Stewart, William, Brodawel, Caerleon, Newport,

Monmouthshire

668 Stobart, Frank, Selaby Hall, Gainford, Darlington

669 Stobart, Henry Temple, Wearmouth Colliery, Sunderland

670 Stobart, William Ryder, Colliery Office, Etherley,

Bishop Auckland Oct. 11,1890

671 Stoker, Arthur P., 52, Holywell Avenue, Monkseaton, S. Oct. 6, 1877

Whitley Bay, Northumberland A.M.Aug. 1,1885

M. Aug. 3, 1889

672 Stokoe, James, Herrington Lodge, West Herrington, via A. Nov. 24, 1894

Sunderland M. Dec. 10, 1904

673 Stokoe, John George, Woodside, Maltby, Rotherham ... A. Dec. 9, 1899

M. Feb. 11, 1911

674 Stokoe, Robert, Eppleton House, Hetton-le-Hole, County

Durham Feb. 10, 1917

675 Stone, Arthur, Heath Villas, Hindley, Wigan June 13, 1896

676*Stonier, George Alfred, 726, Salisbury House, London

Wall, London, E.C. 2 June 11, 1904

677 Storey, William, [Jrpeth Villas, Beamish, County Durham Aprill2, 1902

678 Stow, Audley Hart, Pocahontas, Virginia, U.S.A. ... Feb. 13, 1909

679 Straker, J. H., Howden Dene, Corbridge, Northum-

berland Oct. 3, 1874

680 Streatfeild, Hugh Sidney, Ryhope, Sunderland ... A.M. June 8, 1889

M. Aug. 3. 1889

681 Stuart, Donald McDonald Douglas, 25, Woodstock Road,

Redland, Bristol June 8,1895

682 Suggett, Arthur, Iw House, Witton-le-Wear, County

Durham ... " June 13, 1914

683 Summebbbll, Richard, Preston Colliery, North Shields ,., A. Dec. 9, 1905

M. Dec. 14, 1907

684 SuTCLiFFE, Richard, Horbury, Wakefield ••• June 14, 1902

685 Sutton, William, Grosmont, 46, Palace Road, Streatham

Hill, London, S.W. 2 April 28; 1900

686 Swallow, Frederick Charles, Amphion House, Don-

caster Dec. 9, 1911

687 Swallow, John, 2, Percy Gardens, Tynemouth, North

Shields May 2, 1874

688 Swallow, Ralph Storey, Park House, Duffield Road, A. Dec. 9. 1899

Derby ... •. M- Dec. 12, 1903

689 Swallow, Wardle Asqitith, Seaham Colliery, New Sea- S. Dec. 9. 1893

ham, Seaham Harbour, County Durham ... ... . A. Aug. 3, 1901

M. Aug. 2, 1902

690 Swann, Joseph Todd, 1, Tyne View, Throckley, Newburn, S. Dec. 13, 1902

Northumberland A. Aug. 4, 1906

M. Feb. 10, 1917

Xl LIST OF MEMUERS.

Date of Election
and of Transfer.

691 Swinburne, Umfreville Percy, Chief Inspector of Mines,

Union of South Africa, P.O. Bo.x: 1132, Johannesburg, A.M. Aug. 4, 1894
Transvaal M. June 14, 1902

692 Swindle, Jackson, North Bank, Beech Grove, Whickhani,

Swal well, County Durham .. ... ... June 14, 1902

693 Symons, Francis, Ulverston Feb. 11, 1899

694
695

696
697

698

699

700

701

702

703
704

705
706
707

708

709
710

711

712
713

714
715

716^
717

718

719

720

721
722

Tali.is, John Fox, 84, High Street, Newport, Monmouth-
shire

Tate, Robert Simon, The Old House, Trinidon Grange,
County Durh&m (Member of Counci/)

Tate, Simon, Trimdon Grange Colliery, County Durham
(Vice-President, il/ewi/>e)- o/ CoTOici?)

Tate, Walker Oswald, Usworth Hall, Washington,
Washington Station, County Durham (Member of
Council)

Taylor, Thomas, Chipchase Castle, Wark, Northum-
berland

Teasdale, Thomas, 14, North Lodge Terrace, Darlington

Templeton, John Clark, The Maikop Pipeline and Trans-
port Company, Limited, Apsheronskaya, near Maikop,
Kuban District, South Russia

Tennant, John Thomas, Mitchell Street, Merewether,
Newcastle, New South Wales, Australia .

Terry, Arthur Michael, 1, Clifton Road, Newcastle-
upon-Tyne

Thom, Archibald, 25, Belle Isle Street, Workington

Thomas, David Lewis, Glanyrafon, Slate Street, Morriston,
Glamorgan

Thomas, Ernest Henry, Th§ Hollies, Trecynon, Aberdare

Thomas, Iltyd Edward, Glanymor, Swansea

Thomas, J. J., Hawthorn Villa, Kendal

Thomas, Richard, Cambria Villa, Stockton, New South
Wales, Australia ...

Thomlinson, William, Seaton Carew, West Hartlepool ...

Thompson, John William, East Holywell CoUierj', Shire-
moor, Newcastle-iipon-Tyne

Thompson, Robert Reginald, c 'o Strick, Scott and Com-
pany, Limited, Mohammerah, Persia, via Bombay and
Per.sian Gulf ...

Thomson, Thomas, Ngaruawahia, Auckland, New Zealand

Thornton, Norman Muschamp, 301, Tegler Building,
Edmonton, Alberta, Canada

Dec. 12

S.
A.
M.

Aug. 3
Aug. 4
Dec. 11

Thornton, Thomas, Blackball Colliery, Castle

County Durham
Todd, John Thomas, Blackwell Collieries, Alfreton

Eden,

. S.

A.M.

'Townsend, Harry Poyser, Village Deep, Limited,
P.O. Box 1064, Johannesburg, Transvaal

Trelease, William Henwood. Chalet CoUombert, Aix-
les-Bains, Savoie, France ...

Trevor, Earle Wellington Jenks, co The Pericarp
Syndicate, Limited, 5, The Sanctuary, Westminster,
London, S.W. 1

Trewartha-James, William Henry, Manor Lodge,
4, Grove End Road, St. John's Wood, London, N.W. 8.

Trotman, Henry Leigh, Capital and Counties Bank,
Dawlish, Devon

Tulip, Samuel, Bunker Hill, Fence Houses ...

TuRNBULL, James, 182, Harrington Road, Workington ...

Sept. 11
Oct. 12
Aug. 1
Feb. 13

July 2
April 9

Feb. 12

Dec. 12

Aug. 6
Aug. 5,

Aug. 2
Feb. 10
Feb. 10
June 21

Feb. 11
April 25
June 10
Feb. 10

Dec. 10
Feb. 8
April 27
Aug. 2
June 10

Feb. 10
Nov. 4
Aug. 1
June 8

April 12

April 8

Aug. 2

Dec. 12

Feb. 13
June 12
Dec. 13

1903
1901
1906
1909

1875
1895
1903
1904

1872
1892

1916

1903

1904
1905

1913.
1900
1900
1894

1899
1896
1893
1900

1910
1908
1895
1902
1903

1912
1876
1885
1889

1902

1893

1902

1896

1904
1897
1913

LIST OF MEMBERS.

xli

723 TiRNBCLL, John James, 135, Osl)oiue Road, Newcastle-

upon-Tyne

724 Tdrxbull, John James, Jan., Asansol, E.I.R., Burdwan, S.

Bengal, India ... ... ... ... ... ... ... A.

725 TuRN'BULL, Robert, Usworth Colliery, Wasliington, Wash-

ington .Station, County Durham ...
726*Tyers, John Emanuel, Rewah State Collieries, Umaria, A.M.
B.N.R., Central India M.

727 Tyers, John Emanuel, Jun., Rewah State Collieries,

Umaria, B. N.R., Central India ...

728 Varty, Armstrong, Liverton Mines, Loftus, Yorkshire ...

729 Verey, Joseph Crosby, British Club, Apai'tado423, Mexico

City, Mexico ...

Date of Election
and of Transfer.

A.
M.
S,
A
M
A.M.
M.

730 Wadham, Walter Francis Ainslie, Millwood, Dalton-in-

Furness, Lancashire

731 Wales, Henry Thomas, Bank Cliambers, Castle Square,

Swansea

732 Walker, Henry, H.M. Divisional Inspector of Mines,

2, Kinnear Road, Edinburgh

733 Walker, .James Howard, Bank Chambers, Wigan

734 Walker, Sydney Ferris, 85, Shakespeare Avenue, Alex-

andra Park, Bath

735 Walker, Thomas A., Pagefield Iron Works. Wigan

736 Walker, William Edward, Lowther Street, Whitehaven

737 Wall, William Henry, 748, Burrard Street, Vancouver,

British Columbia

738 Walsh, George Paton, 3, Sarphatikade, Amsterdam,

Holland

739 Walton, Arthur John, Rose Deep, P.O. Box 6, Germiston,

Transvaal ... ... ... ...

740 Walton-Brown, Stanley, Seghill Park, Seghill, Dudley,

Northumberland

741* Ward, Tho.mas Henry', Giridih, East Indian Railwaj-, Bihar
and Oi'issa, India

742 Ware, Francis Thomas, The Croft, Corbridge, Northum-

berland

743 Watson, Claude Leslie, Dunkerton House, Tunley, Bath

744 Watson, John, Blackball, New Zealand

745 Watson, Thomas, Trimdon Colliery, County Durham

746 Watson, William, Settlingstones Mines, Fourstones,

Northumberlaji d

747 Watts, James, Morro Velho, Villa Nova de Liina, Minas, A.M

Brazil, South America ... ... ... ... ... M,

748 Webster, Alfred Edward, Manton, Worksop

749 Wedderburn, Charles Maclagan, 8, East Fettes Avenue,

Edinburgh

750 Weeks, Richard James, Bedlington, Northumberland

[Mfmhtr of Council.) ...

751 Weeks, Richard Llewellyn, Willington, County Durham A.M.

(Viie-President, J/e?H6e/- o/T'o«HCi/) M.

752*Weinber(;, Erne.st Adolph, c'o C. W. Moore, 5, London A.M.
Wall Buildings, Finsbury Circus, London, E.C. 2. ... M.

753 Welch, William Hall, Talbot House, Birtley, County S.

Durham .'.. ... ... ... ... ... ... A.

754 Welsh, Thomas, Maindee House, Upper Pontnew3'dd,

Monmouthshire

755 Welsh, Thomas, Holly Terrace, Stanley, County Durham

756 Welton, William Pitt, c o Miss Fernie, 24, Bruntsfield

Place, Edinburgh

Feb. 12, 1898
Feb. 8, 1908
Dec. 9, 1911
April 8, 1916

Aug. 2, 1902

, Dec. 10. 1877

Aug. 3, 1889

Aug. 2, 1913

April 12, 1913

April 9, 1910

Dec. 10, 1898

Feb. 11, 1893

Jime 8, 1907
Dec. 9, 1899

June 11, 1898
June 8, 1895
Nov. 19, 1881

June 14, 1902

Nov.

Feb.

Aug.

April

June

Aug.

June

Autf.

AuS.

24, 1894

12, 1898
1, 1903
9, 1910

20, 1908
3, 1912

14, 1913
5, 1882
3, 1889

June 11, 1910
Dec. 8, 1900
Dec. 12, 1908
Oct. 11, 1890

April 14, 1917
. Feb. 11, 1911
, Aug. 1, 1914

June 12, 1897

Oct. 14, 1905

Oct. 8, 1910
June 10, 1882
Aug. 3, 1889
Feb. 12, 1898
Oct. 8, 1898
Feb. 10, 1906
Aug. 2, 1913
June 9, 1917

Feb. 14, 1903
Aug. 3, 1912

Dec. 9, 1905

xlii

LIST OF MEMBERS.

757 White, Charles Edward, Wellington Terrace, Soul h Shields

758 Whitkheau, Harold Joshua, Abram Coal Company,

Limited, Bickershaw, Wigan

759 Whitehead, Percv Colin, 9, Lisburne Crescent, Torquay

760 WiDDAS, Frank, Thrislington Hall, West Cornforth,

County Durham

761 WiDDAS, Henry, Whitehaven Castle Estate, Somerset

House, Whitehaven .

762 WiDDAS, Percy, Oakwood, Cockfield, County Durham

763 Wight, Frederick William, 5, Bondicar Terrace, Blyth...

764 Wight, Robert Tennant, Deaf Hill Terrace, Trimdon

Colliery, County Durham ...

765 Wilbraham, Arthur George Bootle, 2, Laurence

Pountney Hill, Cannon Street, London, E.C. 4.

766 Wild, Matthew Brown, 37, Arthur Road, Erdington,

Birmingham ...

767 Wilkinson, John Thomas, East Hetton Colliery, Coxhoe,

County Durham

768 Wilkinson, Maurice Hewson, Tung Hsing Mine, Men-

Tou-Kou, via Peking, North China

769* Wilkinson. William Fischer. Hurstbourne Priors,
Whitchurch, Hampshire

770 WiLLEY, Joseph Leonard, P.O. Box 3, Brakpan, Transvaal

771 Williams, Foster, Miniera di Libiola, Sestri Levante,

Italy

772 Williams, Griffith John, H.M. Inspector of Mines, Coed

Menai, Bangor

773 Williams, John, Dolavon, Llanrwsk, Denbighshire

774 Williams, Robert, Friars House, New Broad Street,

London, E.C. 2. ... .

775 Willis, P^dward Turnlev, 3, The Drive, Gosforth, New-

castle-upon-Tyne

776 Wilson, Anthony, Brenthwaite, Keswick A

777 Wilson, Frederick, 4, Brandling Terrace, Felling, Gates-

head-upon-Tyne

778 Wilson, James, Wellington House, Edmondsley, Durham

779 Wilson, John Robert Robinson, H.M. Divisional In-

spector of Mines, Greyfort, Westfield Drive, Gosforth,
Newcastle-upon-Tyne (Vice-President, Member of
Council)

780 Wilson, John Reginald Straker, 3, St. Nicholas' Build-

ings, Newcaatle-upon-Tyne

781 Wilson, Joseph William, 118, Abington Avenue, North-

ampton...

782 Wilson, Peregrine Oliver, c'o F. F. Wilson, 5, South

Street, Finsbury Pavement, London, E.C. 2. ...

783 Wilson, William Brumwell, 19, West Parade, New-

castle-upon-Tyne (il/e?H/'e/q/' Cohmc^Y)
784*WiLsoN, William Brumwell, Jun., Greenhead Terrace,
Chop well, Ebchester, County Durham ...

785 Wilson, William Smith, 54, Queens Road, Jesmond, New-

castle-upon-Tyne

786 Winch ell, Horace Vaughan, 505, Palace Building, Min-

neapolis, Minnesota, U.S.A.

787 Wood, Ernest Seymour, Cornwall House, Murton, County

'Dnvh&m (Member of Conncil) ...

788 Wood, John, Coxhoe Hall, Coxhoe, County Durham

789* Wood, Sir Lindsay, Bart., The Hermitage, Chester-le-Street
(Past- President, Memher of Council)

Date of Electlou
and of Transfer.

. Nov.

, 1876

• M
M

• Aug.
■ Aug.

1,
3,

, 1885
1889

Dec.

, 1911

Feb.

13,

, 1915

. Dec.

1900

, Feb.

10,

1917

Apri]
Aug.
Aug.

I 7,
6,
5,

1906
1904
1905

Oct.

13,

1900

, Dec.

11,

1897

. Feb.

1902

Oct.

12,

1907

Dec.

1900

, Dec.

12,

1903

Oct.

10,

1908

Oct.

10.

1896

A.
M.

Aug. 1,

. April 13,

June 20,

1908
1907
1908

Aug.
Oct.

2,
8,

1902
1904

June

13,

1896

June

10,

1911

. Feb.

10,

1900

, Dec.

13,

1902

Dec.

12,

1908

April

13,

1901

Dec.

11,

1915

Dec.

13,

1913

June

10,

1911

Dec.

1893

Feb.

1869

Aug.

1873

Feb.

1901

Feb.

1913

Nov.

24,

1894

Oct.

10,

1891

June

1889

Aug.
Aug.

4,
3,

1894
1895

Oct.

1857

LIST OF MEMBERS.

xliii

790 Wood, Ricuakd, Barley Brook Foundry, Wigan ...

791 Wood. Robert. 8, Olympia Gardens, Morpeth

792 Wood, Thom.\s, Rainton House, Fence Houses...

793 Wood, Thomas Outterson, Cramlington House, Craniling-

ton, Northumberland

794 Wood, William Outterson, South Hetton, Sunderland

(Past-President, J/fw/«r o/'C'o»«fi7)

795 Woodburne, Thomas Jackson, Bultfontein Mine, De Beers

Consolidated Mines, Limited, Kimberlej-, .Soutli Africa

796 Wright, Abraham, East Indian Railwaj, Engineering

Department, GLridih, Bihar and Orissa, India ...

797 Wrightson. Sir Thomas, Bart., .Stockton-upon-Tees

798 Wrightson, Wilfrid Ingram, Ivy Cottage, Norton, A.

Stockton-upon-Tees ...

799 Wyxme, Frederick Horton, H.M. Inspector of Mines,

2, Plmlico, Durham .

800 YouLL, Gibson, Dicksonia, Victoria Street, Maytield, New

South \\"ales, Australia

801 Young, Andrew, Westview, Broomhill, Acklington,

Northumberland ... ...

802 Young, George Ellis, Benwell Colliery, Newcastle-

upon-Tyne

Date of Election
and of Transfer.

June 14, 1902

April 13, 1907

S. .Sept. 3, 1870

M. Aug. 5, 1871

Feb. 14, 1903

Sov. 7, 1863

Feb. 10, 1894

Feb. II, 1905

Sept. 13, 1873

M. Dec. 9, 1899

M. Feb. 8, 1908

Oct. U, 1913

Oct. 12, 1901

Dec. 11, 1909

S. Aug. 3. 1901

A. Aug. 5, 1905

M. Feb. 14, 1914

803 Young, John Andrew, .Joseph Crawhall and Sons, New-

castle-upon-Tyne. 7'/«7i.sao?('o?!v, etc., sent to 3, Fountain A.M. Dec. 10, 1887
Avenue, Gateshead-upon-Tyne ... ... ... .. M. Aug. 3, 1889

804 Young, John Huntley. Wearmouth Colliery, Sunderland June 21, 1894

ASSOCIATE MEMBERS (Assoc. M.I. M.E.),

' Date of Election

Marked have paid life comiiosition. and of Transfer.

1 Ainsworth, George, The Hall, Consett, Count}' Durham Dec. 9, 1905

2 Armstrong;, John Hobart, 31, Mosley Street, 5iewcastle-

upon-Tyne ... ... ... ... ... ... ... Aug. 1, 1885

3 Atkinson, George Blaxland, Edinburgh Buildings,

21, Mosley Street, Newcastle-upon-Tyne ... ... Nov. 5, 1892

4 Barrett, Sir William Scott, 11, Old Hall Street, Liver-

pool ... Oct. 14, 1899

5*Bell, Sir Hugh, Bart.-, Middlesbrough Dec. 9, 1882

6 Benson, Walter John, CoUingwood Buildings, Colling-

wood .Street. Newcastle-upon-Tj'ne ... ... ... Feb. 8, 1913

7 Bleloch, Robert, c o Royal Colonial Institute, North-

umberland Avenue, London, W.C. 2. ... ... ... June 9, 1917

8*Broadbent, Denis Riplev, Royal Societies Club, St. James

Street, London, S.W. 1. Transactions sent to The

Library, Royal Societies Club. St. James' Street,

London, S.W. 1 Oct. 14, )896

9 Brutton, p. M., 17, Sandhill, Newcastle-upon-Tyne ... Oct. 13, 1900

10 Cackett, James Thoburn, Pilgrim House, Newcastle-
upon-Tyne ... Oct. 10, 1903

11*Carr, William Cochran, Benwell Colliery, Newcastle-
upon-Tyne Oct. 11, 1890

12*Chewings, Charles, Eton Street, Malvern, South

Australia ... ' ... ... April 25, 1896

13 Cochrane, William James, York Chambers, Fawcett

Street, Sunderland April 3,1909

14 Cook, Arthur Geoffrey Harold, CoUingwood Buildings,

CoUingwood Street, Newcastle-upon-Tyne Oct. 9,1909

xliv

LIST OF MEMBERS.

Date of Election
and of Transfer

15 CooPKR, R. W., Newcastle-upon-Tyne Sept. 4,1880

16 Cope, William Henry, The Uoiversity, Hirniingham ... Dec. 9, 1905

17 CoRDER, Herbert Scott, 55, Osborne Road, Newcastle-

upon-Tyne Feb. 10, 1917

18 Cordner, Allan, Neville Hall, Newcastle-upon-Tyne

(Assistant Secretary, J/ewi?;ej- q/" CVimciV) June 19, 1915

19 Cory, Sir Clifford John, Bart., c/o Cory Brothers and

Company, Limited, Cardiff Dec. 11, 1897

20 Dillon, Malcolm, Dene House, Seaham Harbour, County

Durham Dec. 14, 1912

21 Edwards, F. Henry, Bath Lane, Newcastle-upon-Tyne ... June 11, 1887

22 Elcoate, John, 16, Marton Road, Middlesbrough April 13, 1912

23 Fenwick, Featherstone, County Chambers, Westgate

Road, Newcastle-upon-Tyne ... ... ... ... June 8, 1907

24 George, Edward James, Beech Grove, Consett, County

Durham Dec. 9, 1905

25 Gibson, George Ralph, Tyne Saw Mills, Hexham ... June 20, 1908

26 Gibson, Thomas William, Bureau of Mines, Toronto,

Ontario. Canada ... ... ... ... ... ... June 8, 1901

27 Giddy, Thomas Grantham James, Kenilworth, Samdon

Street, Hamilton, New South Wales, Australia ... April 8, 1911

28*Graham, John, Findon Cottage, near Durham Oct. 9,1897

29 Graham, James Parmley, Sun Insurance Buildings,

CoUingwood Street, Newcastle-upon-Tyne ... ... Dec. 8, 1906

30 Gray, William Edwin, 17-19, Archer Street, Camden

Town, London, N.W. 1 Oct. 11, 1913

31 Greenwell, Hubert, 30 and31, Furnival Street, HoUiorn,

London, E.C. 4. ... _ Feb. 14, 1914

32 Gregson, George Arthur, 12, Hesketh Road, Southport Aug. 7, 1915

33 Gunn, Scott, 27, Quayside, Newcastle-upon-Tyne Aug. 6, 1910

.34 Guthrie, Reginald, Neville Hall, Newcastle-upon-Tyne

(Treasurer, J/ew?/>e?- q/ CoimciV) Aug. 4,1888

35 Haggie, Peter Norman Broughton, c'o Haggie Brothers,

Limited, Gateshead-upon-Tyne ... ... Oct. 10, 1908

36 Heckels, Matthew Octavius, Star Buildings, 26, North-

i;mberland Street, Newcastle-upon-Tyne... ... .. Dec. 12, 1914

37 Heeley, George, East Avenue, Benton, Newcastle-upon-

Tyne Dec. 14, 1895

38 Henzell, Robert, Northern Oil Works, Newcastle-upon-

Tyne Aprilll, 1891

39 Hesketh, Richard, Neville Hall, Newcastle-upon-Tyne ... Feb. 13, 1909

40 Hopper, George William Nugent, The Ropery,

Thornaby-upon-Tees, Stockton-upon-Tees Oct. 10,1908

41 Jeffrey, Joseph Andrew, c/o The Jeffrey Manufacturing

Company. Columbus, Ohio, U.S. A Dec. 11, 1897

42 Jeffries, Joshua, Abermain Colliery, New South Wales,

Australia Dec. 10,1898

43*JoiCEY, James John, The Hill, Witley, Godalming ... Oct. 10, 1891

44 Jopling, Ford Stafford, Jun., 8, Thornhill Terrace,

Sunderland' Feb. 12, 1910

45 Krohn, Herman Alexander, 103, Cannon Street, London,

E.C. 4 Oct. 14, 1893

46 Lamb, Edmund George, Borden Wood, Liphook, Hamp-

shire Feb. 12, 1898

47 Lambert, Cuthbert Alfred, North Eastern Railway

Offices, Westgate Road, Newcastle-upon-Tyne ... Dec. 12, 1914

LIST OF MEMREPS.

xlv

Date of Election
and of Transfer.

48 Latimer, William, 3, St. Nicholas' Buildings, Newcastle-

upon-Tyne Oct. 14, 1905

49 Lawson, Henry Alfred, go Robert Frazer and Sons,

Limited, Milburn House, Newcastle-upon-Tyne ... April 8,1911

50 Leake, Percy Collixson, c/o Deanbank Chemical Com-

pany, Ferry Hill Aug. 3,1907

51 Lumsden, Hknry Cook, 4S, Rothwell Road, Gosforth,

Newcastle-upon-Tyne ... ... ... ... ... Oct. 10, 1914

52 Major, Herbert, 11, Belle Vue, Mowbray Road, Sunder-

land June 1, 1912

53 M.vxsfield, Francis Turqcanu, 171st Tunnelling Com-

pany, Royal Engineers, British Expeditionary Force, A. Oct. 14, 1916
France A.M.Feb. 10,1917

54 MoREiNG, Algernon Henry, 62, London Wall, London,

E.C. 2. Oct. 14. 1911

55 Morris, Percy Copeland, 79, Elm Park Gardens, Chelsea,

London, S.W. 10 Feb. 14,1903

56 Oliver, James Stpart, 21, Tankerville Terrace, Jesmond,

Newcastle-upon-Tyne Feb. 10, 1912

57 Palmer, Sir Alfred Molyneux, Bart., .John Bowes and

Partners, Limited, Milburn House, Newcastle-upon-
Tyne Nov. 24, 1894

58 Patterson, Robert Oliver, Thorneyholme, Wylam, North-

umberland Feb. 12, 1910

59*PiCKUP, Peter Wright Dixon, Rishton Colliery, Rishton,

Blackburn Feb. 12, 1898

60 Prior- Wandesforde. Richard Henry, Castlecomer House,

Castlecomer, County Kilkenny .. ... ... ... Dec. 9, 1905

61*Proctor, John Henry, 29, Side, Newcastle-upon-Tyne .. June 8, 1889

62 Raine, Winfred, Inglewild, Pity Me, Durham Dec. 13, 1913

63 Ramsey, John Harry, 18, Victoria Road, Darlington ... April 8, 191G

64 Reid, Sidney, Printing Court Buildings, Newcastle-upon-

Tjme Dec. 13, 1902

65 Rogers, Isaac Bowman, 69, Holywell Avenue, Monk-

seaton, Whitley Bay, Northumberland ... ... ... April 13, 1912

66 RoGERSON, John Edwin, Oswald House, Durham June 8,1895

67 Russell, James, Westgate Road, Newcastle-upon-Tyne ... Feb. 13, 1904

68 Sadler, Basil, Craigmore, Lanchester, Durham Feb. 11, 1905

69 Samuel, David, Arcade Chambers, Llanelly Dec. 13, 1902

70 Sanders, Charles William Henry, Fawmlees, Wolsing-

ham. County Durham ... ... ... ... ... Dec. 14, 1901

71 Schumacher, Raymond William, c/o The Central Mining

and Investment Corporation, Limited, 1, London Wall

Buildings, London Wall, London, E.C. 2 April 9, 1904

72 Simpson, Horace Sydney Kendal, P.O. Box 56, Dundee,

Natal, South Africa April 14, 1917

73 Smith, Arthur Herbert, Broad Street House, New Broad

Street, London, E.C. 2 June 14, 1902

74 Smith, Richard Tilden, 4-6, Copthall Avenue, London,

E.C. 2 Oct. 14, 1911

75 Steuart, Douglas Stuart-Spens, Royal Societies Club, St.

James' Street, London, S.W. 1 June 10, 1899

76 Strzelecki, Algernon Percy Augustus de, 39, Victoria

Street, Westminster, London, S.W. 1 Dec. 12, 1908

77 Todd, James, 20, Pvoyal Arcade, Newca3tle-upon-T5'ne ... Aug. 6.1892

78 Waley, Frederick George, The Bellambi Coal Company,

Limited, 9, Bridge Street, Sydney, New South Wales,

Australia Feb. 9, 1907

xlvi

LIST OF MEMBERS.

79 Watson, John Rojjeht, Thorndene, Hill Crest, Monkseaton,

Whitley Bay, Northumberland

80 Watts, John, Blytheswood North, Osborne Road, New-

castle-upon-Tyne

81 Welford, Thomas, Wallarah Colliery, Catlierine Hill Bay,

New South Wales, Australia

82 Whitehead, Thomas, Brindle Lodge, Preston

83* Williams, Henry, Lhvyngwern, Pontardulais, Glamorgan
84* Wood, Arthur Nicholas Lindsay, The Hermitage, Chester-

le-Street
85 Wood, Hugh Nicholas, Sun Buildings, Collingwood Street,

Newcastle-upon-Tyne ...

ASSOCIATES (Assoc. I.M.E.).

Marked * has paid life composition.

1 Adam, Thomas Walter, 239th (A. T. ) Company, Royal

Engineers, British Expeditionarj' Force, France.
Transactions sent to co Rev. H. T. Adam, 32, Cecil
Street, Lytham

2 Alois, Gerald

3 Alexander, Arthur Cecil, 5, Lovaine Row, Newcastle-

upon-Tyne

4 Allan, Herbert Durham, Rewah State Collieries, Umaria,

Bengal Nagpur Railway, Central India ...

5 Allen, Francis Richardson, 201, Hugh Gardens, New-

castle-upon-Tyne

6 Anderson, Coverdale Smith, Bilton Banks, Lesbury,

Northumberland

7 Atkinson, William Henry, Dans Castle, Tow Law,

County Durham

8 Bamborough, Jacob, New Monckton Collieries, Barnsley

9 Barber, Norman Elsdale

10 Bates, Johnson, 5, Grange Villa, County Durham

11 Bates, Thomas, West Wylam Terrace, Prudhoe, Oving-

ham, Northumberland

12 Battey, Thomas, Station Road, Shiremoor, Newcastle upon -

Tyne

13 Bayfield, Henry, 41, Westcott Road, Tyne Dock, South

Shields

14 Benson, Herbert Sydney, Seaton Burn Colliery, Seaton

Burn, Dudley, Northumberland ...

15 Berryman, Thomas, Enys Road, Camborne

16 Bewley, George, 46, Kingsley Terrace, Newcastle-upon-

Tyne

17 Blunden, Philip Sidney, Glencrag, Mainsforth Road,

Ferry Hill

18 Blythman, John, East View, High Heworth, Gateshead-

upon-Tyne

19 Booth, James Frederick

20 Bootiman, Frank Cecil, Woodside, Westoe, South Shields

21 Brandon, Geoffry

22 Brooks, Douglas Roy, 5, Kensington Gardens, Monkseaton,

Whitley Bay, Northumberland

23 Browell, Jasj'ER Geoffrey, Low Trewhitt, Rothbury,

Northumberland ... ... .-■

24 Brown, John Cecil, 9, East View, South Shields

Date of Election
and of Transfer.

April 9,

1910

Apri:

I 8:

, 1911

June

, 1903

June

! 12

, 1897

Dec.

, 1905

July

14,

, 1896

Oct.

12,

, 1912

Date of Election
and of Transfer.

, April
Dec.

[ 3,
10,

, 1909
, 1910

. Feb.

14,

, 1914

Aug. 7,
. June 10,

1915
1911

• Aug.

1912

Feb.

10,

1906

Feb.

10,

1917

S
A

April

i. Aug.
.. Aug.

10,

7.
5,

1915
1909
1916

Oct.

1904

June 20,

1908

Aug.
Feb.

2,
11,

1913
1905

April

13,

1907

Oct.

13,

1894

Feb.

12,

1916

Feb.

11,

1905

Aug,
Feb.

1905
1913

Feb.

10,

1917

June

1907

Dec.

12,

1914

Dec.

11,

1909

Feb.

10,

1912

Aug.
Dec.

1917
1900

Aug.
Dec.

14,

1907
1907

Aug.
Oct.

1912
1910

Aug.
Feb.

4,
10,

1917
1912

Aug.

1917

LIST OF ^rEMHEKS.

xlvii

25 Brown, John William, 2, Dene Bridge, Yen-y Hill

26 Brown, Thomas, H.M. Sub-Inspector of ' Mines, 186,

Dilston Road, Newcastle-upon-Tyne

27 Brown, William, H.M. Sub-Inspector of Mines, 82, Sidney

Grove, Newcastle-upon-T3'ne

28 Burt, Thomas, Hill Houi5e, Washington, Washington

Station, County Durham

29 Calland, William, Hedley Hope Colliery, Tow Law,

County Durham

30 Carroll, John, Hillcrest, Newfield, Willington, County

Durham

31 Charlton, John Fleming, 16, Twelfth Street South,

Easington Collierj', County Durham

32 Cheesman, Edward Taylor, Jun., Clara Vale Colliery,

Ryton, Count}' Durham

33 Chen. Pao Kin, c o Kaotze, Chen and Company, 58, North

Soochow Road, Shanghai, China ...

34 Chicken, Ernest, Sea View, Horden, Count}- Durham ...

35 Clark, Nathaniel J., Woodlands, Wallsend, New South

Wales, Australia

36 Clement, John, High Street, Lingdale, Boosbeck, York-

shire ...

37 Clephan, Guy, 1, Otterburn Villas North, Jesmond,

Newcastle-upon-Tyne

38 Coade, Samuel, Steel Green, Millom, Cumberland

39 CouLSON, William Hall, Fishburn, Ferry Hill

40 Coxon, Samuel Bailey, 3, Percy Terrace, Gosforth, New-

castle-upon-Tyne

41 Ckoudace, Mortimer, c/o Mrs. R. Craggs, Tunstall

Village, Sunderland ...

42 Crowle, Percy J., Mysore Mine, Kolar Goldfields, Mari-

kuppam, Mysore, India

43 CussoN, Charles Frederick, Greenfield House, Station

Road, Washington .Station, County Durham ...

44 Dakers, Edgar Walton, Tudhoe CoUierj', Spennymoor

45 Dales, John Henry, 2, Derwent View, Burnopfield, County

Durham

46 Daniell, Henry Edmund Blackburne, 7, Wallace Terrace,

R3-ton, County Durham

47 Da vies, Daniel John, c/o E. Davies, The Pines, Corrimal,

New South Wales, Australia

48 Davis, James E., South Medomsley Colliery, Dipton,

County Durham ... ... ...

49 Davison, Francis, Ash Grove House, Hedley Hill Colliery,

near Waterhouses, Durham

50 Devenport, Christopher, 112, Talbot Road, South Shields

51 Dick-Cleland, Archibald Felce, 75, York Mansions,

Battersea Park, London, S.W. 11.

52 Dixon, Matthew, 593, Welbeck Road, Walker, Newcastle-

upon-TjTie

53 Douglas, Albert Edward, 5, Arthur Street, Marsden,

South Shields ...

54 Dunnett, Samuel, West View House, Coomassie Road,

Waterloo, Blyth

55 Dwane, Francis Cecil, Ballarpur, Chanda, Central

Provinces, India

56 Eadie, John Allan, Jun., Eller Bank, Harrington,

Cumberland ...

57 Elliot, Arthur, 40, West Kensington Mansions, West

Kensington, London, W. 14.

Date of Election
and of Transfer.

Feb. 10, 1917
Feb. 13, 1915
June 14, 1913
April 4, 1909

Aug. 2, 1913

Feb. 12, 1898

June 13, 1914

Dec. 10, 1910
S. Dec. 11, 1915
A. Aug. 5, 1916
Oct. 8, 1910
S. April 13, 1901
A. Aug. 1, 1903

Feb. 12, 1916

Dec. 10, 1910

Dec. 10, 1904

Dec. 14, 1912

S. Oct. 12, 1907

A. Aug. 7, 1915

Dec. 13, 1913

Veh. 11, 1905

Oct. 10, 1914

S. Dec. 14, 1907
A. Aug. 7, 1915

April 4, 1914
S. Aug. 3, 1907
A. Aug. 6, 1910

Oct. 12, 1907

Feb. 12, 1898

Feb. 12, 1898
Feb. 12, 1916

Dec. 8, 1906

Dec. 11, 1915
S. Aug. 1, 1903
A. Aug. 3, 1912

June 8, 1895

Aug. 2, 1913

S. Oct. 10, 1903

A. Aug. 5, 1905

S. Dec. 13, 1902

A. Aug. 1, 1908

xlviii

LIST OF MEMBERS.

58 Elliott, George, Oakwooil, Catchgate, Annfiekl Plain,

County Durham ...

59 English, Henry Edward, 5, St. George's Terrace, Roker,

Sunderland

60 English, Thomas Weddle, 3, Oakwood Villas, Hexham ...

61 Flint, Frederic John, 48, Beaconsfield Street, Blyth

62 Ford, Eric Loufwin, Park Villa, Witton Gill>ert, Durham

63 Ford, Leo Dorey, E.I.R. and B.N.R. Joint Colliery,

Bokaro, Gumujan P.O., Hazaribagh, Bihar and Orissa,
India

64 Forster, Edward Baty, Ingleside, Ryton, County Durham

65 Fowler, Albert Ernest

66 Fowler, Robert Norman, Whorlton Terrace, North Wal-

bottle, Newburn, Northumberland

67 Gallon, Joseph, 71, Seventh Row, Ashington, North-

umberland

68 Gallwey, John Payne, 12, Ashley Mansions, Victoria,

London, S.W. 1

69 Gilchrist, George Atkinson, South Pelaw Colliery,

Chester-le-Sti"eet

70 Gould, George Donald, c'o Mrs. John Gould, 58, Ebers

Road, Nottingham

71 Graham, Robert, 1, Park Street, Willington, County

Durham

72 Graham, William, Jan., 6, Victoria Road, Whitehaven

73 Graydon, George Watson, 122, Argyle Street, Hebburn,

County Durham ... -

74 Guthrie, Kenneth Malcolm, 73, Cleveland Road, North

Shields

75 Halkier, Robert, The Villas, Hartford Colliery, Cram-

lington, Northumberland ...

76 Hanlon, Henry Charles Hubert, 7, Mark Lane, White-

haven ...

77 Hann, Thomas Cumjiins, 5, The Villas, Ferry Hill Village,

Ferry Hill

78 Hare, Alfred Bessell, Howlish Hall, Bishop Auckland ...

79 Hare, Ralph Victor, Howlish Hall, Bishop Auckland ...

80 Hawkins, John Bridges Bailey, Staganhoe Park,

Welwyn

81 Hedley. George William, Kimblesworth House, Chester-

le-Street

82 Hedley, Rowland Frank Hutton, Percy Villa, Salisbury

Place, South Shields
S3 Henderson, Christopher Gregory, Shoreswood, Ash-
ington, Northumberland ... ... ... ... ...

84 Herdman.Fred. G., Main Street, Haltwhistle, Northumber-

land

85 Herriotts, Joseph George, 6, Station Road, Easington

Colliery, County Durham ... ...

86 Heslop, George, The Vereeniging Estates, Limited, Cor-

nelia Colliery, Viljoen'a Drift, Orange Free State,
South Africa ... ... ... ... ...

87 Heslop, James, c/o Robert Heslop, 1, Benton Terrace,

Stanlej', County Durham...

88 Heslop, William, Rose Cottage, Burnopfield, County

Diu'ham

89 Hindmarsh, George Mason, Railway Street, Corrimal,

New South Wales, Australia

Date of Election
and of Transfer.

June 8, 1907

S. Aug. 7, 1909

A. Feb. 11, 1911

Feb. 11, 1905

Aug. 7, 1909
S. April 11, 1908
A. Feb. 8, 1913

Feb. 8, 1913
April 7, 1906
S. Oct. 12, 1907
A. Aug. 3, 1912
S. Aug. 2, 1902
A. Aug. 3, 1907

S. Oct. 9, 1909
A. Aug. 1, 1914
S. Oct. 11, 1913
A. Aug. 5, 1916
S. Dec. 14, 1901
A. Aug. 1, 1908

April 8, 1916

Oct. 12, 1907
S. Oct. 13, 1906
A. Aug. 3, 1912

Feb. 10, 1917
S. Aug. 5, 191 1
A. Dec. 13, 1913

Feb. 10, 1917

April 8, 1916

April 10, 1915
Dec. 14, 1912
S. Dec. 10, 1910
A. Aug. 4, 1917
S. Dec. 13, 1902
A. Aug. 6, 1910

Dec. 13, 1902
S. April 4, 1903
A. Aug. 7, 1909

June 1, 1912
S. Dec. 14, 1907
A. Aug. 6, 1910

April 28, 1900

Oct. 9, 1909

Dec. 12, 1908

Oct. 8, 1898

Aug. 1, 1914

LIST OF MEMBERS.

xlix

90 HocKADAY, John Bellamy, 8, Derwent Street, Stanley,

County Durham

91 HoLLiDAY, Albkrt Edward David, Dunelni, Ashington,

Northumberland
9'2 Hood, Charles Attwood, Fox Hall, Butterknowle, County
Durliam

93 Hudson, Mark, Albion House, Cockton Hill, Bishop

Auckland

94 Humble, Wilijam Henry, Waldridge Colliery, Chester-

le-Street

95 Hunter. Andrew, 3, Westcott Avenue, South Shields ...

96 HuTTON, Allan Robinson Bowes, Daw Wood, Bentley,

Doncaster

97 Hyde, George Alfred, 1, Albert Street, Victoria Gares-

field, Newcastle-upon-Tyne

98 Hynd, Thomas, Metcalfe Street, Wallsend, New South

Wales, Australia

Date of Klection
and of Transfer.

Feb. 10, 1917

April 12, 1913

Feb. 10, 1917

Dec. 9, 1905

Dec. 14, 1907
Feb. 13, 1897
S. April 8, 1905
A. Aug. 3, 1912
S. Feb. 13, 1909
A. Aug. 5, 1911

April 12,1913

Inman, William Sr. John, Torrington, West ClifFe Road,
Roker, Sunderland ...

S. Feb. 11, 1911
A. Aug. 4, 1917

100 Jeffery, Albert John, Hedworth House, Barn Hill,

Stanley, Count}' Durham ...

101 JoBLiNG, John Swanstone, Wellington Terrace, Edmond-

sley, Durham ..

102 Kelly, John, North Biddick Colliery, Washington Station,

County Durham

103 Kent, George Herbert Stanton, 76, Eaton Terrace,

p]aton Square, London, S.W. 1.

104 Kirkley, Aidan

105 Kirkup, Ernest Hodgson, Eighton Lodge, Low Fell,

Gateshead-upon-Tyne

106 Lawson, John, Fair View, Burnoptield, County Durham ...

107 Lee, Fang Chun, 19, Wansbeck Terrace, Ashington,

Northumberland

108 Leebetter, William, Edith Avenue, Usworth Colliery,

Washington Station, County Durliam

109 Leybourne, Elliot Angus, Birchholme, Gateshead-upon-

Tyne

110 LiGHTLEY, John. New Brancepeth Colliery, Durham

111 Logan, Reginald Samuel Moncrieff, 33, Boyd Terrace,

Blucher Pit, Newburn, Northumberland

112 Loudon, George, 1, Office Buildings, Harton Colliery,

South Shields ...

113 LowRY, Joseph Thompson, Oak Lea, Cramlington, North-

umberland

114 McLaren, Ronald Henry, Ofiferton Hall, Sunderland ...

115 Magee, Stanley Sharpe, Sharpe's House, Hetton-le-Hole,

County Durham

116 Marr, Joseph, Ashleigh House, Sheriff Hill, Gateshead-

upon-Tyne

117 Martin, David, 7, East View, Blackhills Road, Horden,

Coimty Durham

118 Martin, Tom Pattinson, Jun., Seaton Park, near Work-

ington

119 Merivale, Vernon, Middleton Hall, Middleton, Leeds

120 MiLBURN, William, Hill House, Ouston, Birtley, County

Durham

April 28, 1900
Oct. 12, 1907

Feb. 10, 1917
S. June 14, 1913
A. Aug. 4, 1917
June 11, 1910
S. April 13, 1907
A. Aug. 3, 1912

Oct. 10, 1908
Dec. 9, 1916

Dec. 9,

1911

April 2

1913

Ausr. 7,

1915

April 25,

1896

Feb. 9,

1901

Aug. 1,

1903

Feb. 12,

1916

April 3,

1909

Feb. 10,

1912

Aug. 7,

1915

April 13,

1912

Feb. 10,

1917

Feb. 10,

1917

June 13,

1914

Aug. 5,

1916

Oct. 8,

1910

Aug. 5,

1010

June 8,

1895

LIST OF >rEMBERS.

1"21 MiLLNE, David, 41, Sliiney Row, Bedlington, North-
umberland ... .. ... .. -.

122 MiRZA, Khurshid, Mining Engineer, Hj'derabad, Deccan,
India ...

123*MiTCHEix- Withers, William Charles

124 Mycock, William, Front Street, Sliotton Colliery, Castle

Eden. County Durham

125 Nattress, George, Redheugh Colliery, Gateshead-upon-

Tyne

126 Nichols, Henry Herbert. Kibblesworth, Gateshead-upon-

Tyne

127 Nicholson, George Thompson, Dene House, Scotswood,

Northumberland

128 Oliver, William, 4 Qualitv Row, Harton Colliery, South

Shields "

129 Oswald, George Kobert, Sritarmarat, Nakon, Siam

130 Owen, Arthur Lewis Scott

131 Owen,s, Geoi;ge, Westerton Village, Bishop Auckland

132 Paddon, Neville Blackmore, c o B. L. Brodhurst, South

Brancepeth, Spennynioor ...

133 Parker, Joseph William, Cornelia Colliery, Viljoen's

Drift, Orange Free State, South Africa

134 Parrington, Matthew Lilburn, Hill House, Monkwear-

mouth, Sunderland ...

135 Peel. George. Jun., 27, Langlej' Street, Langley Park,

Durham

136 Penney, Isaac, Deaf Hill Colliery, Trimdon Grange,

County Durham

137 Pollard, Thomas Hardwick, 24, First Row, Ashington,

Northumberland

138 Portrey, James, West Thornley, Tow Law, County

Durham

139 Pumphrey, Charles Ernest, Ryton Old House, Ryton,

County Durham

140 R.AMSAY. John Gl.adstone. Oaklea, Bowburn, Coxhoe,

Couutj' Durham

141 Reed, John Thomas, 2, Ivy Terrace, South Moor, Stanley,

County Durham .. ... ... ...

142 Richardson, Frank, Rossington Colliery, Rossington,

Doncaster

143 Richardson, Henry. Clara Vale CoUierj*, Ryton, County

Durham

144 Ridley, Henry Anderson, Burnln'ae, Blaydon Burn,

Blaydon-upon-Tyne, County Durham ... ...

145 Ridley, Willta:*:, 10, Railway Street, Tow Law, County

Durham

146 Ridley, William, Jun., Clifford House, Hamsteels, Quebec,

Durham •

147 Rivers, Johs, The Villas, 'Ihornlej-, County Durham

148 Robinson, Thomas Lee, Office House, Newton Cap Colliery,

near Bishop Auckland

149 RoDWAY, William, South Row, Bedlington, Northumberland

150 Rogers, Joseph Nelson Oitavifs, c o Austin Kirkup,

Manor House, Penshaw, Fence Houses ...

151 Roo.se, Hubert Francis Gardner, 14, Sunderland Terrace,

Bayswater, London, W. 2. ...

Date of Election
and of Transfer.

Aug. 3, 1907
S. June 13, 1914
A. Aug. 7, 1915
S. April 28, 1900
A. Aug. 2, 1902

Oct. 10, 1908

April 14, 1917

Aug. 3, 1907
S. Dec. 10, 1904
A. Aug. 5, 1911

April 8, 1916
S. June 9, 1900
A. Aug. 3, 1907
S. June 12. 1909
A. Aug. 6, 1910

Oct. 9, 1909

Dec. 14, 1907

S
A.

June

Oct.

Aug.

11,

1910
1909
1916

April

1903

Dec.

1911

Feb.

10,

1917

S
A

Oct.
Dec,
Aug.

12,

10,

1912
1904
1906

Dec.

1892

S
A.

April

Oct.

Aug.

12,

1914
1901
1908

Dec. 8, 1906

Dec. 14, 1907
S. Aug. 1, 1908
A. Aug. 7, 1915

Dec. 8. 1906
Feb. 9, 1895

April 12, 1913
June 14, 1913

April 4, 1914
S. Dec. 9, 1899
A. Aug. 3. 1907

I,I.ST OF ilK-MliERS.

152 Rose, Alexander, Front Street, Grange Villa, County

Durham

153 Rutherford, Thomas Easton, Xew Brancepeth Colliery,

Durham ...

154 Saint, Thom.\s Arthur, cb — Thomas, Hughesoffka,

Gj'wddon R(>ad, Abercarn, Newport, Monmouthshire

155 ScoBiE, Isaac, Woonoua, near Sydney, Sew South Wales,

Australia

156 Scott, John Linton, PJast View, Seaton Delaval,

Newcastleupon-Tyne

157 ScoTT, Thomas Amour, Station Road, Broomhill, Ack-

lingtou, Northumberland ...

158 Severs, .Jonathan, Hebburn House, Hebburu, County

Durham ... ... ...

159 Sheel, Harry, 11, St. Cuthbert's Terrace, Dean Bank,

Ferry Hill

160 Simpson, Claude Fr.ankBell, Hedgefield House, Blaydon-

upon-Tyne, County Durliam

161 Simpson, Joseph, Wheatley Hill Colliery Office, Thornley,

County Durham

162 Snaith, Joseph, Fell House, Burnhope, Durham

163 Snowdon, Tho.m.as. Jun., Oakwood, Cockfield, County

Durham

164 Southern, John, 9, Egremont Drive, Sheriff Hill, Gates-

head-upon-Tyne

165 Stewart, Roland

166 Stobart, Thomas Carlton, Ushaw Moor Colliery,

Durham ... ... ... ... ... ...

167 Stoker, John, 1, Office Street, Wheatley Hill, County

Durham

168 Stoker. Nicholas, South Pelaw CoUierj^ Chester-le-Street

169 Strong, George Adamson, Kibbleswprth Hall, Gateshead-

upon-Tyne

170 Stron(;, John William, Croxdene, Bloxwich, Walsall ..

171 Suggett, Ernest Hughes, School House, Leamside, Fence

Houses, County Durham

172 Summerside, Edward, Glyn Derwen, Wylam, Northum-

berland

173 Swan, William Edward, Rygnald Cottage, Smith}'

Houses, Derby

174 Thirlwell, Thomas Albert, Ben well Old House,. New-

castle-upon-T3'ne

175 Thomas, Robert Clark, Nortli Biddick Colliery, Wash-

ington Station, County Durham ...

176 Thornton, Frank, South Durham Cottages, Bishop

Auckland

177 TuRNBULL, William, West Holywell, Backwortli Colliery,

Newcastle-upon-Tyne

178 Varvill, Wilfred Walter, co Dowson and Wright, 13,

Weekday Cross, Nottingham

179 Wainwright, W^illi.4.m, H.M. Sub-Inspector of Mines,

West View, Fieldliouse Lane, Western Hill, Durham ...

180 Walker, Arthur, 4, Fatfield Road, Washington, Wash-

ington Station,' County Durham ... . .

181 Walton, Isaac, 3, West Street, Tanfield Lea, Tautobie,

County Durham

182 Watson, Thomas, Jun., Rosebank, Darlington

Date of Election
and of Transfer.

Feb.

10,

1917

June

10,

1899

Aug.

1906

Aug.

1912

Aug.

1916

Oct.

13,

1906

Dec.

12,

l;i08

Aug.

1912

Oct.

1909

June

1895

Aug.

1900

June

1917

S.
A.

Aug.
Aug.

5,
4,

1911
1917

June

10,

1905

Aug.

1913

Oct.

12',

1907

June

12,

1897

Aug.

•3,

1901

Dec.

14,

18S9

Aug.

1910

Aug.

1902

June

1916

Feb.

13,

1904

Aug.

1902

Aug.

1903

Oct.

1909

• Aug.

1915

Oct.

1915

Dec.

11,

1909

April

1904

Dec.

13,

1902

S.
A

Aug.
Aug.
Aug.

7,
3,
6,

1909
1907
1910

Feb.

1902

Aug.

1909

Oct. S, 1904

S. Dec. 12, 1908
A. Aug. 2, 1913

April 2, 1898

April 10, 1915

Dec. 14, 1907
S. June 8, 1907
A. Aug. 5, 1911

lii IJST Ol'" MEMBERS.

Dale of Election
and of TraiiHfer.

183 Watts, Hubert, Blytheswood North, Osborne Road, S. June 8, 1907

Newcastle-upon-Tyne ... ... ... ... ... A. Aug. 1, 1!)14

184 Wekks, Francis Mathwin, Craghead and Holinside S. Feb. 10, 1906

Collieries, Craghead, County Durham ... ... ... A.Aug. 2, 1913

185 Welsh, Arthur, Tunstall Terrace, Ryhope, County S. Aug. 1, 1896

Durham ... A. Aug. 1, 1903

186 Wile, John William, Rising Sun Colliery, Wallsend,

Northumberlanib June 9, 1917

187 Wood, George, South Farm, Cramlington, Northumber-

land April 13, 1907

188 Wraith, Charles Osborn, Moor House, Spennymoor S. June 10, 1905

A. Aug. 5, 1911

189 Young, Charles, Laburnum House, Rowlands Gill, New-

castle-upon-Tyne ... ... ... ... ... ... Dec. 10, 1910

190 Young, William Robert, Bomarsund, Choppington,

Northumberland Feb. 10, 1917

STUDENTS (Stud.I.M.E.).

Date of Election.

1 Anderson, Robert Wvlie, Highfield, Wallsend. North-

umberland . Feb. 14, 1914

2 Blackett, Geoffrey Elliot, Acorn Close, Sacriston, Durham Aug. 1, 1914

3 Cobbett, Vincent William, Seaham Colliery, New Seaham,

Seahara Harbour, County Durham ... ... ... ... Oct. 10, 1914

4 Crawhall, John Stanhope, Westcroft, Stanhope, County

Durham Feb. 14, 1914

5 Dawson, Arthur Kenneth, Holme House, West. Auckland,

Bishop Auckland ... ■■. Dec. 11,1915

6 Dillon, Norman Margrave, Dene House, Seaham Harbour,

County Durham Oct. 10,1914

7 Dixon, Norman, Shilbottle Collier}', Lesbury, Northumberland April 10, 1915

8 Gibson, John Fenwick, Bentinck House, Ashington, Northum-

berland Aug. 1, 1914

9 Hall, Rowley, Station House, South Hylton, Sunderland . Dec. 14, 1912

10 Heatherington, Arnold, Ouston House, Pelton, County

Durham Dec. 9, 1911

11 Johnson, Ernest Case, 19, Pavilion Terrace, Burnhope,

Durham Feb. 10, 1917

12 Kirkup, Philip, Jun., Leafield House, Birtle}', County

Durham Dec. 9, 1911

13 Ranken, Charles Thompson, Coanwood, Roker, Sunderland ... Aug. 5, 1911

14 Scott, Charles Weatheritt, 6, Eveljn Ten-ace, Gatfeshead-

upou-Tyne . Dec. 9,1911

15 Shapley, Cecil Edward William, Sautry, Chelston Road,

Torquay , Aug. 7, 1915

16 Thompson, John Ballantyne, 166, Westoe Road, South Shields Feb. 10, 1912

17 Welch, John Walter, 1, Milne Terrace, Durham Road,

Gateshead-upon-Tyne June 13, 1914

18 WiGHAM, John Shiells, 50, Durham Road, Birtlej-, County

Durham June 13, 1914

LIST Ol-' MEMJJERS. liii

SUBSCRIBERS.

1 The Ashington Coal Company, Limitkd, Milbuni ^^ouse, Newcastle-upoii-

Tyue.

2 The Bearpark Coal and Coke Company, Limited, Royal Exchange,

Middlesbrough.

3 The Bebside Coal Company, Limited, 'PS, Queen Street, N'ewcastle-upon-

Tyne.

4 The Bedlington Coal Company, Limited (4), Watergate Buildings, New-

castle-upon-Tyne.

5 Bell, Brothers, Limited (4), Middlesbrough.

6 Wm. Benson and Son, Limited (5), Collingwood Buildings, CoUingwood

Street, Newcastle-upon-Tyne.

7 The Birtley Iron Company (6), Birtley, County Durham.

8 BoLCKOW, Vacghan and Company, Limited (4), Middlesbrough.

9 John Bowes and Partners, Limited (4), Milburn House, Newcastle-upon-

Tyne.

10 The Broken Hill Propriefary Company, Limited, 3, Great Winchester

Street, London, E.C. 2.

11 Broomhill Collieries, Limited (5), Collingwood Buildings, Collingwood

Street, Newcastle-upon-Tyne.

12 Brfnner, Mond and Company, Limited, Northwich.

lo The Bcrradon and Coxlodoe Coal Company, Limited, Hanover House,
Gosforth, Newcastle-upon-Tyne.

14 The Most Honourable the Marquess of Bute. Bute Estate Offices, Aberdare.

15 Cargo Fleet Iron Company, Limited, Middlesbrough. Tranmciioihs, etc.,

sent to W. A. Caddiok, Cargo Fleet Iron Companj-, Limited, Middles-
brough.

16 The Carlton Iron Company, Limited (3), Carlton Iron Works, via Ferry

Hill.

17 The Carterthorne Colliery Company, Limited, Zetland Buildings,

Middlesbrough.

18 The Charlaw and Sacriston Collieries Company, Limited, 34, Grey

Street, Newcastle-upon-Tyne.

19 Consett Iron Company, Limited (5), Consett, County Durham.

20 M. CouLSON and Company, Limited, Merrington Lane Iron \^'orks, Spennymoor.

21 County Borough of Gateshead Public Library, Swinburne Street, Gates-

head-upon-Tyne.

22 The Cowpen Coal Company, Limited (4), F, King Street, Newcastle-upon-Tyne.

23 The Cramlington Coal Company, Limited (4), West Hartley Main Fitting

Office, Newcastle-upon-Tyne.

24 Crompton and Company, Limited, Pearl Buildings, Northumberland Street,

Newcastle-upon-Tyne.
2.5 Dominion Coal Company, Limited, Glace Bay, Nova Scotia.

26 The Right Honourable the Earl of Durham (4), Lambton Offices, Fence

Houses.

27 The Easington Coal Company, Limited (5), Whitworth House, Spennymoor.

28 The East Holywell Coal Company, Limited, Milburn House, Newcastle-

upon-Tyne.

29 The Right Honourable the Earl of Ellesmere (4), Bridgewater Offices,

Walkdeu, Manchester. Transactions sent to Charles Hardy, Bridge-
water Offices, Walkden, Manchester.

30 The Elswick Coal Company, Limited, Newcastle-upon-Tyne.

31 The Framwellgate Coal and Coke Company, Limited, Milburn House,

Newcastle-upon-Tyne.

32 Gent and Company, Limited, Faraday Works, Leicester.

33 D. H. AND G. Haggie, Wearmouth Patent Rope Works, Sunderland.

34 The Hardy Patent Pick Company, Limited, Heeley, Sheffield. Transacho7i.%

etc. .«ent to C. Bennett, 6, Lawson Terrace, Durham.

35 The Harton Coal Company, Limited (6), Harton Collieries, South Shields.

36 Thomas HedlktJ and F.kothers, 4, Mosley Street, Newcastle-upon-lyne.

37 The Heworth Coal Company, Limited, Deans Primrose Office, Newcastle-

upon-Tyne. . T\ V,

3S The Horden Collieries, Limited (4), Castle Eden, County Durham.

39 International Correspondence Schools, Scranton, Penn.sylvaiiia, U.S.A.

40 JoHNAssoN, Gordon and Company, Limited, Newcastle-upon-lyne.

liv T-IST OF MEMBERS.

41 Joseph Joiinson (Durham), Liimited, 74, New Elvct, Durham.

42 James JoiCEY and Cumpanv, Limited (4), Xewcastle-upoii-Tvne.

43 KiRKPATRiCK and Bark, Maritime Buildings, King Street, Newcastle-upon-

Tyne. 'I'vansactions, etc., sent to J. A. Donkin, 12, Ashgrove Terrace,
Gateshead-uponTjne.

44 The Lambton and Hetton Collieries, Limited (10), Cathedral Buildings,

Dean Street, Newcastle-upon-Tj'ne.

45 Joseph Laycock and Company, Seghill, Dudley, Northumberland.

46 The Most Honourable the Marquess of Londonderry (S), c/o Vincent Charles

Stuart Wortley Corbett, Londonderry Oflices, Seahain Harbour, County
Durham.

47 Mavor and Coulson, Limited, 47, Broad Street, Mile-End, Glasgow.

48 The Mickley Coal Company, Limited (3), Mickley Offices, Stocksfield,

Northumberland.

49 The Morfsby Coal Company, Limited, near "Whitehaven.

50 The Netherton Coal Company, IIimited (3), Cathedral Buildings, Dean

Street, Newcastle-upon-Tj'ne.

51 The Newbiggin Colliery Company, Limited, Newbiggin-by-the-Sea, North-

umberland.

52 The North Bitchburn Coal Company, Limited, Darlington.

53 The North Brancepeth Coal Company, Limited, Crown Street Chambers.

Darlington.

54 The North Walbottle Coal Company, Limited, Akenside House, Quay-

side, Newcastle-upon-Tyne.

55 Osbeck and Company, Limited, Newcastle-upon-Tyne.

56 Pease and Partners, Limited (5), Darlington.

57 The Owners of Pelton Colliery, Limited, Milburn House, Newcastle-

upon-Tyne.

58 The Priestman Collieries, Limited, Victoria Garesfiekl Colliery, Rowlands

Gill, Newcastle-upon-Tyne. Tran<iactioihs sent to H. Ptile, The Priestman
Collieries, Limited, Milburn House, Newcastle-upon-Tyne.

59 The Ryhope Coal Company, Limited (4), Ryhope Colliery, Sunderland.

60 Sir S. A. Sadler, Limited, Middlesbrough.

61 Sir B. Samuelson and Company, Limited, Middlesbrough.

62 Walter Scott, Limited, Victoria Buildings, Grainger Street West, New-

castle-upon-Tyne.

63 The Seaton Burn Coal Company, Limited, Akenside House, Quayside,

Newcastle-upon-Tyne.

64 The Seaton Delaval Coal Company, Limited (4), Exchange Buildings,

Quayside, Newcastle-upon-Tyne.

65 Siemens Brothers and Company, Limited, 39, Collingwood Buildings, New-

castle-upon-Tyne.

66 Wasteneys Smith and Sons, 57 to 60, Sandhill, Newcastle-upon-Tyne.

67 South Derwent Coal Company, Limited, West Stanley Colliery, Stanley,

County Durham.

68 The South Hetton Coal Company, Limited (4), 50, John Street, Sunderland.

69 The South Moor Colliery Company, Limited, 4, Mosley Street, Newcastle-

upon-Tyne.

70 Owners of South Pelaw Colliery, Limited, Newcastle-upon-Tyne.

71 The Stella Coal Company, Limited. Hedgefield, Blaydon-uponTyne, County

Durham.

72 The Sterling Telephone and Electric Company, Limited, 42, Westgate

Road, Newcastle-upon-Tyne.

73 Henry Stobart and Company, Limited (3), Colliery Office, Etherley,

Bishop Auckland.

74 Strakers and Love (4), Brancepeth Colliery Offices, Collingwood Buildings,

Collingwood Street, Newcastle-upon-Tyne.

75 The Throckley Coal Company, Limited, Milburn House, Newcastle-upon-

Tyne.

76 The Tynedale Coal Company, Limited, Acomb, Hexham.

77 The Wallsend and Hebburn Coal Company, Limited, Exchange Buildings,

Lombard Street, Newcastle-upon-Tyne.

78 The Washington Coal Company, Limited, Washington, County Durham.

79 The Weardale Steel, Coal and Coke Company, Limited (5), Tudhoe Iron

Works, Spennymoor.

LIST OF MEMBERS.

o? m°^ ^) BARMOUTH CoAL CoMPANY, LiMITKD (4), Suiulerland.

81 The West Mickley Coal Company, Limited, Newcastle-upon-Tviie

82 \\ ESTPORT Coal Company. Limited (4). Dunedin. Otaqo, New Zealand

83 WiNGATE Coal Company, Limited, Collingwood Buildings, Collingwood

.■street, Xewcastleupon-Tyne. ^

84 The Workington Iron and Stkel Company, Limited (4), Moss Bay

Workington. 1 ramactiom, etc., sent to A. Millar, Harrington Colliery'
Lowca, VVhitehaven. •"

ENUMERATION.

Honorary Members
Members ...
Associate Members
Associates
Students
Sub.scribers

Total

AuKURt 4, 1917.
22
804
85
190
18
84

1,203

Members are desired to communicate all changes of address, or any corrections or
omissions in the list of names, to the Assistant Secretary.

Ivi ROLL OF HONOUR.

ROLL OF HONOUR

OF MEMBERS OF THE INSTITCTTE SERVING WITH HIS MAJESTY'S FORCES
AT HOME AND ABROAD.

Adam, T. W. (Lytliam), 239th (A. T.) Compauy, Royal Engineers (Captain).

Aldis, Gerald (Seghill), Army Service Corps (Captain).

Alexander, A. C. (Newcastle-upon-Tyne), 9th Battalion, Durham Light

Infantry (2nd Lieutenant).
Almond, C. P. (Sunderland), Royal Engineers (2ud Lieutenant). Killed in

action.
Anderson, R. W. (Wallsend), Tyue Electrical Engineers (Captain). Awarded

the Military Cross.
Annett, H. C. (Widdrington), 6th Battalion, Durliam Light Infantry (2nd

Lieutenant). Killed in action.
AsHTON, Sir Ralph P. (London), 4tli Battalion, The Queen's (Royal West

Surrey Regiment) (Major).
Atkinson, W. H. (Tow Law), 6th Battalion, Durham Light Infantry (2nd

Lieutenant).
Avery, W. E. (Birtley), 16th Battalion, Northumberland Fusiliers

(Lieutenant). Killed in action.
Bainbridge, E. M. (Gosforth), Army Service Corps (Lieutenant).
Barber, N. E. (Doncaster), 8th Battalion, King's Royal Rifles (Captain).
Barrett, R. S. (Dudley), Royal Engineers, Coast Defence (Lieutenant).
Bell, Marshall B. (Capheaton), Naval Auxiliary Sick Berth Reserves — St.

John Ambulance Association (Reserve Ward Master).
Best, Earle (Hetton-le-Hole), Royal Engineers (Lieutenant).
BiGGE, D. L. Selby (Glasgow), Northumberland Hussars Imperial Yeomanry

(Lieut. -Colonel).
Blackett, G. E. (Sacriston), 8th Battalion, Durham Light Infantry (2nd

Lieutenant).
Blackett, W. C, T.D. (Sacriston), 8th Battalion, Durham Light Infantry

(Colonel).
Blair, R. C. R. (Whitehaven), 5th Battalion, Border Regiment (Captain).

Awarded the Distinguished Service Order. Killed in action.
Blunden, p. S. (Ferry Hill), Tunnelling Companies, Royal Engineers (2nd

Lieutenant).
Booth, James F. (Felling-upon-Tyne), Royal Army Medical Corps

(Lieutenant).
Bootiman, F. C. (South Shields), 23rd Battalion, Durham Light Infantry

(Lieutenant).
BowEN, David (Leeds), 8th Battalion, West Yorkshire Regiment (Lieutenant).
Bracken, T. W. (Newcastle-upon-Tyne), Royal Engineers (Lieutenant).
Brandon, Geoffry (Benton), 182nd Tunnelling Company, Royal Engineers

(2nd Lieutenant).
Brass, J. R. (Sacriston), 8th Battalion, Durham Light Infantiy (Lieutenant).

Killed in action.
Brooks, D. R. (Monkseaton), Royal Engineers (2nd Lieutenant).
Browell, J. G. (Rothbury), 1st Northumbrian Brigade, Royal Field Artillery

(2nd Lieiitenant).

BOLIi OF HONOUR. Ivii

Bbown, John C. (South Shields), 253rd Company, Royal Engineers

CLieutenant).
Calder, William (Loudoii), Royal Engineers (2nd Lieutenant).
Caer, W. Cochran (Newcastle-upon-Tyne), Remount Department (Lieutenant).
Chambers, D. M. (London), Tunnelling Companies, Royal Engineers (Captain).

Killed in action.
Charlton. B. H. (Tow Law), 4th Battalion, Yorkshire Regiment (Major).

Awtinled the Military Cross.
Charlton, G. F. H. (Seaton Delaval), 10th Battalion, South Wales Borderers

(Captain). Killed in action.
Chater, C. W. (Rangoon), Indian Army Reserve of Officers, attached D.C.O.

10th Lancers (Hodson's Horse) (2nd Lieutenant).
Clement, John (Boosbeck, Yorkshire), 1st Battalion, Coldstream Guards

(Private). Discharged through wounds.
Clephan, Guy (Newcastle-upon-Tyne), 4th Northumbrian (Howitzer) Brigade,

Royal Field Artillery (Captain).
Clive, Lawrence (Newcastle, Staffordshire), 5th Battalion, North Stafford-
shire Regiment (Captain).
CoADE, Samuel (Millom), 257th Company, Royal Engineers (Sapper). Killed

in action.
Collins, H. B. (Kilmacolm), Royal Engineers (Major).
Colquhoun, T. G. (Monk.seaton), attached Recruiting Staff', 10th Regimental

Area (Captain).
Cooke, H. M. A. (Mysore, India), Kolar Goldfield Rifle Volunteers (Captain).
CoRBETT, V. W. (New Seaham), 21st Battalion, Durham Light Infantry

(Lieutenant).
Cothay, F. H. (Sunderland), Royal Navy (Temporary Engineer Lieutenant).
CouLSON, W. H. (Ferry Hill), 8th Battalion, Durham Light Infantry

(Captain).
CoxoN, Samuel B. (Newcastle-upon-Tyne), 9th Battalion, Somerset Light

Infantry (2nd Lieutenant).
Crawhall, J. S. (Stanhoi)e), Royal Engineers (Captain).
Crichton-Stt:.\rt, The Right Hon. Lord Ninian (Falkland, Fifeshire), Sth

Battalion, Welsh Regiment (Lieut. -Colonel). Killed in action.
Crowle, Percy J. (Mysore, India), Kolar Goldfield Rifle Volunteerrs (2nd

Lieutenant).
Daniell, H. E. B. (Ryton), 171st Tunnelling Company, Royal Engineers (2nd

Lieutenant).
Davies, William (Bolton), Tunnelling Companies, Royal Engineers (2nd

Lieutenant).
Dick-Cleland, a. F. (Jali.sco, Mexico), Royal Engineers (Captain).
Dillon, N. M. (Seatam Harbour), Heavy Branch, Machine Gun Corps

(Lieutenant).
DiTMAS, F. I. Leslie (Hammerwich), Deputy Assistant Director Railway

Transport (Captain). Awarded the Military Cross.
Dixon, Clement (Bulawayo), Rhodesia Volunteer Reserve Force, South

African Forces ( ).

Dixon, George (Newthorpe), Royal Engineers (2nd Lieutenant). Killed in

action.
Dixon, George (Manbhum, India), Indian Army Reserve of Officers, attached

to 26th (K.G.O.) Light Cavalry (2nd Lieutenant).
Earnshaw, Oscar (Hamsterley Colliery), Royal Engineers (Lieutenant).

Killed in action.

Iviii ROLL OF HONOUR.

Edwards, O. T. (Aberdare), Tunuelling Companies, Royal Engineers (2nd

Lieutenant).
English, H. E. (Eokcr), 9th Battalion, Durham Light Infantry (Captain).
English, John (Felling-upon-Tyne), 9th Battalion, Durham Light Infantry

(Major).
Ford, L. D. (Bokaro, India), 2nd Battalion, Queen Victoria's Own Sappers

and Miners (2nd Lieutenant).
FowLKR, A. E. (Washington Station), 174th Tunnelling Company, Royal

Engineers (2nd Lieutenant).
Gallon, Joseph (Ashington), Royal Field Artillery (Lieutenant).
Gallwet, J. Payne (London), 24th Battalion, Northumberland Fusiliers

(Major).
Garrett, F. C. (Newcastle-upon-Tyne), Northern Cyclists' Reserve Battalion

(Lieut. -Colonel).
Gibson, J. F. (Ashington), 18th Battalion, Durham Light Infantry (Private).
GoTJLD, Ct. D. (Nottingham), 8th Battalion, Durham Light Infantry

(Lieutenant).
Gray, Edmund (Tudhoe), 176th Tunnelling Company, Royal Engineers

(Captain).
Greener, W. J. (Calcutta), Indian Army Reserve of Officers, attached to

34th Sikh Pioneers (2ud Lieutenant).
Greenwell, G. H. (Poyntou), 257th Tuuuelliug Company, Royal Engineers

(Lieutenant).
Greenwell, Hubert (Loudon), Royal Naval Volunteer Reserve (Lieutenant).
Gregson, E. M. (Southport), 4th Battalion, Loyal North Lancashire Regiment

(Captain). Killed in action.
Gregson, G. A. (Southport), Royal Engineers (Lieutenant).
Guthrie, K. M. (North Shields)^ Royal Engineers (Captain).
Hall, Rowley (South Hylton), 15th Battalion, Durham Light Infantry

(Corporal).
Hance, H. M. (Nagpur, India), 179th Company, Royal Engineers (Major).

Awarded the Distinguished Service Order and the Military Cross.
Hands, John (Federated Malay States), Kuala Lumpur Civil Guard (Private).
Hake, A. B. (Bishop Auckland), 6th Battalion, Durham Light Infantry

(Lieutenant).
Hare, R. V. (Bishop Auckland), 6th Battalion, Durham Light Infantry

(Lieutenant).
Hay, Douglas (Durham), 50th (Northumbrian) Divisional Ammunition

Column, Royal Field Artillery (Lieutenant).
Heatherington, Arnold (Pelton), 11th Border Regiment (Corporal).
Heedman, Fred G. (Haltwhistle), Tunnelling Company, Royal Engineers (2nd

Lieutenant).
Heslop, James (Acklington), Northumberland Hussars Imperial Yeomanry

(Trooper).
Hewlett, Alfred (Cossall), 5th Battalion, Manchester Regiment (Lieut. -

Colonel).
Hopper, G. W. N. (Stockton-upon-Tees), 5th Battalion, Durham Light In-
fantry (Major).
Howl, T. E. (Mold), Tunnelling Companies, Royal Engineers (2nd

Lieutenant).
Hunter, J. Percy (Newcastle-upou-Tyne), Royal Field Artillery (2nd

Lieutenant)

ROLL OF IIOXOIE,. lix

I'Anson-Eobson, W. L. (Newcastle-upon-Tyne), Tyneniouth Royal Garrison

Artillery (Captain).
Jacobs, George (Sunderland), Royal Army Medical Corps (Corporal). Killeil

in action.
Johnson, H. H. (London), 6th Battalion, Royal Sussex Regiment (Captain).
Jones, A. A. D. (Sibpur, India), 250tli Company, Royal Engineers (Corporal).

Awarded the Distinguished Conduct Medal.
Jones, Evan (Blaenau Festiniog), Tunnelling Companies, Royal Engineers

(Captain).
JopLiNG, F. S., Jun. (Sunderland), 1st /3rd Scottish Horse (2nd Lieutenant).
Kayll, a. C. (Gosforth), 6th Battalion, Northumberland Fusiliers (Lieut. -

Colonel).
Kent, G. H. S. (London) 138th A. T. Company, Royal Engineers (Lieutenant).
KiRKLEY, AiDAN (Cleadou), 3i-d Battalion, Durham Light Infantry (Captain).

.iwarded the Military Cross.
KiEKirp, E. H. (Low Fell), 8th Battalion, Durham Light Infantry (Captain).
KiRKrp, Philip, Jun. (Birtley), 8th Battalion, Durham Light Infantry

(Captain). Awarded the Military Cross.
Lacey, F. p. S. (Manchester), Royal Garrison Artillery (Lieutenant).
Leybochne, Elliot Angus (Gateshead-upon-Tyne), 8th Battalion, Durham

Light Infantry (Lieutenant)
Logan, R. S. M. (Newburn), 4th Battalion, Northumberland Fusiliers (Cap-
tain).
Lyall, Edwaed (Darlington), 185th Tunnelling Company, Royal Engineers

(Captain). Awarded the Distinguished Service Order.
McKensey, Stanley (New South ^Yales), 39th Fortress Company, A.E.

(^Lieutenant).
Magee, S. S. (Hetton-le-Hole), Royal Engineers (2nd Lieutenant).
Mansfield, F. Ttjequand (East Croydon), 3rd Battalion, Royal West Kent

Regiment, attached 171st Tunnelling Company, Royal Engineers

(Lieutenant).
Marley, F. T. (St. Bees), 178th Tunnelling Comjiany, Royal Engineers (2nd

Lieutenant).
Mark, J. Heppell (Castlecomer), 6th Battalion, Royal Irish Fusiliers

(Captain).
Martin, Toir Pattinson, Jun. (Workington), Argyll and Sutherland High-
landers (Lance-Corporal).
Merivale, Vernon (Leeds), 7th Battalion, Northumberland Fusiliers (Major).

.Awarded the Military Cross.
MiLBTiEN, E. W. (Newbiggin-by-the-Sea), 7th Battalion, Northumberland

Fusiliers (Major).
MoREiNG, A. H. (London), Royal Field .Irtillery (Captain).
Morgans, Godfrey E. (Leeds), Royal Naval Divi.sional Engineers (Major).
Morton, R. C. (Newcastle-upon-Tyne), 4th Battalion, Northumberland

Fusiliers (2nd Lieutenant).
Muse, T. J. (Newcastle-upon-Tyne), 9th Battalion, Northumberland Fusilier'^

(Corporal). Killed in action.
Nelson, Robert (London"), Royal Engineers (Captain).
Nicholson, J. H. (Blyth), Royal Garrison Artillery (Lieut. -Colonel).
Oughton, Ernest (Baluchistan), 4th Biltalion, Royal Irish Fusiliers (2nd

Lieutenant).
Paddon, N. B. (Spennymoor), Royal Engineers (LieuteuLiut).

IX ROLL OF HONOUR.

Parrington, M. L. (Sundeiland), Royal Engineers (Lieutenant).

Pearson, R. G. (Paaidekop, Transvaal), Botha's Natal Horse Regiment,

South African Forces (Captain).
Pringle, J. A. ,'Mariknppani, India), Kolar Goldfield Rifle Volunteers (2nd

Lieutenant).
Prior-Wandesforde, R. H. (Castlecoiner), Royal Field Artillery (Captain).
PuMPHREY, C. E. (Ryton-upon-Tyne), 10th Battalion, Durham Light Infantry

(Captain). Awarded the Military Cross.
Ramsey, J. H., T.D. (Darlington), late 6th Battalion, Durham Light Infantry

Lieutenant).
Ranken, C. T. (Sunderland), Royal Field Artillery (Lieutenant).
Ridley, William (Tow Law), 8th Battalion, Durham Light Infantry

(Lieutenant).
RiDPATH, T. R. (Blaydon-upon-Tyne), 1st Indian Cavalry Supply Column,

Motor Transport Section (2nd Lieutenant).
RiTSON, J. R. (Durham), 8th Battalion, Durham Light Infantry (Major).
RiTSON, W. H., V.D. (Durham), 16th Battalion, Northumberland Fusiliers

(Lieut. -Colonel). Awarded Order of St. Michael and St. George.
Roberts, John (London), .326th Quarrying Company, Royal Engineers

(Lieutenant).
Rogers, J. N. O. (Hetton-le-Holo), 8th Battalion, Durham Light Infantry

(2nd Lieutenant).
RoosE, H. F. G. (Chile, South America), Royal Engineers (Captain).
Saint, T. A. (Newport), 8th Battalion, Durham Light Infantry (Lieutenant).
Scott, C. W. (Gateshead-upon-Tyne), 28th Battalion, Northumberland

Fusiliers (2nd Lieutenant).
Scott, G. H. H. (Guildford), 7th Battalion, The Queen's (Royal West Surrey

Regiment) (Captain). Killed in action.
Scott, Herbert K. (London), Northumberland Hussars Imperial Yeomanry

(2nd Lieutenant).
Shapley, C. E. W. (Torquay), 3rd Battalion^ Devonshire Regiment (2nd

Lieutenant).
Shiel, F. R. a. (Burnopfield), 1st Northumbrian Brigade, Royal Field

Artillery (Captain).
Simpson, Claude F. B. (Blaydon-upon-Tyne), 9th Battalion, Durham Light

Infantry (Lieutenant).
Simpson, F. R. (Blaydon-upon-Tyne), 9th Battalion, Durham Light Infantry

(Colonel).
Simpson, Joseph (Thornley), 18th Battalion, Durham Light Infantry

(Sergeant).
Spence, J. H. (Hetton-le-Hole), Royal Army Medical Corps (PrivateV
Stewart, Roland (Whickham), 9th Battalion, Durham Light Infantry (2nd

Lieutenant).
Swinburne, U. P. (Johannesburg), 7th Battalion, Seaforth Highlanders

(Lieut. -Colonel).
Terry, A. M. (Newcastle-upon-Tyne), Durham Fortress Royal Engineers

(Major).
Thielwell, T. a. (Newcastle-upon-Tyne), Tunnelling Companies, Royal

Engineers (Captain). Killed in action.
Thomas, R. Clark (Washington), 9th Battalion, Durham Light Infantry (2nd

Lieutenant). .Awarded the Militurij Cross.
Thomlinson, William (Seaton Carew), 19th Battalion, Durham Light Infantry
(Major).

ROLL OF IIONOIK. " Ixi

Tho.mpson, J. B. (South Shields), Duiliaiii Foitie.ss Royul Engineer!-

(Lieutenant).
Thornton, Frank (Bishop Auckland), 171st Tiinueiliug Company. Royal

Engineers (Captain).
Thornton, Thomas (Blackhall), Royal Field Artillery (Lieutenant).
Varvill, W. W. (Nottingham), 4th Battalion, Northnml>erIand Fu.siliers ('2nd

Lieutenant). .Awarded the Military Cross.
Wadham, W. F. a. (Daltou-iu-Furness), 4th Battalion, The King's Own

(Royal Lancaster Regiment) (Lieut. -Colonel).
Walton-Brown, Stanley (Seghill), Army Service Corps (Captain).
Watson, C. L. (Bath), 182nd Tunnelling Company, Royal Engineers

(Lieutenant).
Watson, J. R. (Monk.seaton), Inspector of Ordnance Machinery, Army

Ordnance Department (Lieutenant).
Watson, Thohas, Jun. (Darlington), 17th Battalion, Durham Light Infantry

(2nd Lieutenant).
Watts, Httbeet (Newcastle-upon-Tyne), Northumberland Fusiliers (2nd

Lieutenant).
Weeks, P. M. (Craghead), 8th Battalion, Durham Light Infantry (2nd

Lieutenant).
White, R. E. (Blyth), Royal Engineers (2nd Lieutenant). Killed in action.
Whitehead, Percy C. (Torquay), Royal Field Artillery (Captain).
WiLBRAHAii, A. G. B. (London), Royal Engineers (Lieutenant).
Wilkinson, M. H. (China), Royal Engineers (Captain). Awarded the Militarij

Cross. Killed in action.
Wilkinson, W. F. (Whitchurch), Railway Transport (Captain).
Wilson, H. Russell (Darlington), Durham Light Infantry (Captain). Killed

in action.
Wilson, J. R. Strakee (Newcastle-upon-Tyne), London Scottish (Private).
Wilson, W. Smith (Newcastle-upon-Tyne), Royal Engineers (Captain).
Wood, T. O. (Cramlington), 7th Battalion, Northumberland Fusiliers (Cap-
tain).
Wraith, C. O. (Spennymoor), Royal Engineers (2nd Lieutenant).
Wrightson, W. I. (Stockton-upon-Tees), 5th Battalion, Durham Light

Infantry (2nd Lieutenant).
Young, Charles (Rowlands Gill), St. John Ambulance Brigade (Corporal).
Young, J. A. V.D., (Gateshead-upon-Tyne), National Reserve (Major and

Hon. Lieut. -Colonel).

In order that the above list may be as complete as possible, members
engaged in military or naval duties are requested to send particulars of their
rank and unit in which they are serving, to The Assistant Secretary-, The
North of England Institute of Mining and Mechanical Engineers, Neville
Hall, Newcastle-upon-Tyne.

INDEX.

INDEX TO VOL LXVII.

Explanations.

The — at the beginning of a line denotes the rejietition of a word ; and
ill the case of Names, it includes both the Christian Name and the Surname;
or, in the case of the name of any Firm, Association or Institution, the full
name of such Firm, etc.

Discussions are printed iu italics.

"Abs." signifies Abstracts of Foreign I'apers at the end of the
Proceedings.

"App." signifies Annual Report of the Council, etc., at the end of the
Volume.

Accounts, 1916-1917, app. ii., x.
Analysis of permissible explosives,

abs. 10.
Annual general meeting, 1.
— report of council, 1916-1917, app.

ii., V.
— • — — finance committee, 1916-1917,

app. ii., ix.
Apparatus, field, for determining ash

in coal, abs. 4.

Ast in coal, field apparatus for deter-
mining, abs. 4.

Associate members, list, app. ii., xliii.

Associates, list, app. ii. , xlvi.

Atmospheres deficient in oxygen en
small animals and on men, efi'ects
of, abs. 12.

Automatic compound syphon, 45, 55.

Ballarpur colliery, India, hydraulic
packing, abs. 1.

Bahkley, J. F., and Henry
Kreisingeb, heat-transmission

through boiler tubes, abs. 12.

Blackdamp in mines, abs. 6.

Blackett, W. C, economical produc-
tion and utilization of power at
collieries, 24.

— , Horsley and Nicholson automatic
compound syphon, 49.

— , practical notes on the economical
use of timber in coal-mines, 44.

— , safety-lamps , 29

Boiler tubes, heat-transmission
through, abs. 12.

Bbeth, N. v., H. H. Clark, and C.
M. Means, shot-firing in coal-mines

by electricity controlled from out-
side, abs. 11.

Bxjlman, H. F., practical notes on the
economical use of timber in coal-
mines, 57.

Bttbbell, George A., and George G.
Oberfell, effects of atmospheres
deficient in oxygen on small
animals and on men, abs. 12.

— , — , explosibility of gases from mine
fires, abs. 4.

BuRRBLL, George A., I. W.
Robertson, and George G. Ober-
fell, blackdamp in mines, abs, 6.

BuRRELL, George A., and I. W.
Robertson^ effects of temperature
and pressure on the explosibility of
methane-and-air mixtures, abs. 5.

Clark, H. H., N. V. Breth, and C. M.

Means, shot-firing in coal-mines by

electricity controlled from outside,

abs. 11.
Coal, ash in, field apparatus ff)r

determining, abs. 4.
— , determination of nitrogen, abs. 8.
— , properties of water in, abs. 9.

Coal-mines, economical use of timber,
32, 44, 57.

— , Illinois, mine-veutilation stop-
pings, abs. 2.

— , shot-firing, by electricity controlled
from outside, abs. 11.

Collieries, economical production and
utilization of power, 4, 22, 54.

INDEX .

Compound syphons, automatic, 45, 55.
Cope, W. C., and C. G. Storm, sand

test for determining the strength of

detonators, abs. 9.
CouLSON, Frank, death of John

Herman Merivale, 3.
— , econamical production and utiliza-

Davies, R. S., hydraulic packing at
Ballarpur colliery, central pro-
vinces, India, abs. 1.

Death, John Herman Merivale, 3.

— , John George Weeks, 1.

Hon of power at collieries, 4.
— , safety-lamps , 18.
Council, annual report, 1916-1917,

app. ii., V.
— of The Institution of Mining

Engineers, representatives on, 1917-

1918, list, app. ii., xv.

Determination of nitrogen in coal,

abs. 8-
Detonators, sand test for determining

strength of, abs. 9.

Economical production and utiliza-
tion of power at collieries, 4, 22, 54.

— use of timber in coal-mines, 32, 44,
57.

Effects of atmospheres deficient in
oxygen on small animals and on
men, abs. 12.

temperature and pressure on

explosibility of metnane-and-air
mixtures, abs. 5.

Election of officers, 1916-1917, 1.
Electricity controlled from outside,

shot-firing in coal-mines, abs. 11.
Explosibility of gases from mine fires,

abs. 4.
— ■ — methane-and-air mixtures, effects

of temperature and pressure on,

abs. 5.
Explosives, permissible, analysis, abs.

10.

Field apparatus for determining ash

in coal, abs. 4.
FiELDNER, Arno C, and Carl A.

Taylor, determination of nitrogen

in coal, abs. 8.

Finance committee, annual report,
1916-1917, app. ii., ix

Ford, Mark, economical production
and utilization of power at col-
lieries, 5.

— , safety-lamps, 19.

Gases from mine fires, explosibility,

abs. 4.
General meetings, 1, 3, 4, 22, 54.
Greener, T. Y., death of John George

Weeks, 1.
Gttthrie, Reginald, eco7iomical pro-
duction and utilization of power at
collieries, 5.

Hailwood E. a., safety-lamps , 27.
Hallidat, Mark, economical produc-

tiom and utilization of power at

collieries, 22.
Hardvtick, F. W., safety-lamps, 25.
Hayden, H. H., mineral production of

India during 1914 and 1915, abs. 13.
Heat-transmission through boiler

tubes, ab.s. 12.

Hedley, a. M., safety-lamps, 16.

Hepplewhite, W. H., practical notes
on the eco7wmical use of timber in
coal-mines, 58.

Honorary members, list, app. ii., xvii

Horsley and Nicholson automatic com-
pound syphon, 45, 55.

Hydraulic packing at Ballarpur col-
liery, central provinces, India, abs. 1.

Illinois, mine-ventilation stoppings
with especial refei-ence to coal-
mines, aljs. 2.

India, mineral production during

1914 and 1915, abs. 13.
Institution of Mining Engineers,
representatives on council of, 1917-
1918, list, app. ii., xv.

Kreisinger, Henry, and J. F.
Babkley, heat-transmission through

boiler tubes, abs. 12.

INDEX.

Leach, C. C, death of John Herman
Merivale, 3.

— .economical production and titilizu-
tion of power at collieries, 4, 5.

— , safety-lamps, 20.

Lee, F. C, safety-lamps, 17.

— , some 2^iactical note.s on the econo-
mical use of timber in coal-mines.

32.— Discussion, 44, 57.

Lesher, C. E., field apparatus for
determining ash in coal, abs. 4.

LoTJis, Henry, economical production
and uiilization of power at col-
lieries, 5.

—, safety-lamps, 18, 20, 30.

Mairet, F. F., economical produrtio)i
and utilization of power at col-
lieries.— Discussion, 4, 22, 54.

Me.4XS, C. M., H. H. Clark, and N.
Y. Breth, shot-firing in coal-mines
by electricity controlled from out-
side, abs. 11.

Members, list, app. ii., xviii.

Merivale, John Herman, death, 3.

Mills, F. P., safety-lamps, 29.

Mine fires, explosibility of gases from,

abs. 4
Mine-ventilation stoppings, with

esi>ecial reference to coal-mines in

Illinois, abs. 2.
Mineral production of India during

1914 and 1915, abs. 13.
Mines, blackdamp in, abs. 6.
Mountain, W. C, Horsley and

Xicholson automatic compound

syphon, 50.

Nicholson, George R., Horsley and
Nicholson automatic compound
syphon, 45. — Discussion, 55.

Nicholson and Horsley automatic

compound syphon, 45, 55.
Nitrogen in coal, determination, abs. 8.

Oberfell, George G., and George A.
Bfrrell, effects of atmospheres
deficient in oxygen on small
animals and on men, abs. 12.

— , — , explosibility of gases from mine
fires, abs. 4.

Oberfell, George G., George A.

BuRRELL, and I. W. Kobertson,
blackdamp in mines, abs. 6.

Officers, 1916-1917, election, 1.

—,1917-1918, list, app. ii., xvi.

Oxygen, deficient, effects of atmo-
spheres on small animals and on
men, abs. 12.

Packing, hydraulic, Ballarpur col-
liery, central provinces, India, abs.
1.

Parrington, M. W., economical pro-
duction and uiilization of power at
collieries, 5.

— , practical notes on economical
use of timber in coal-mines, 44.

— , safety-lamps, 19, 20.

Patrons, list, app. ii., xvii.

Permissible explosives, analysis, abs.
10.

Porter, Horace C, and O C
Ralston, some properties of the
water in coal, abs. 9.

Power, economical production and
utilization at collieries, 4, 22, 54.

Pressure and temperature on explosi-
bility of methane-and-air mixtures,
effects of, abs. 5.

Production, mineral, India, during
1014 and 1915, abs. 13.

— and utilization of power at col-
lieries, economical, 4, 22, 54.

Properties of water in coal, abs. 9.

Ralston, O. C, and Horace C

Porter, some properties of the

water in coal, abs. 9.
Representatives on council of The

Institution of Mining Engineers,

1917-1918, li.st, app. ii., xv.
Robertson, I. W., and George A.

Btjrrell, effects of temperature and
pressure on the explosibility of
methane-and-air mixtures, abs. 5.

Robertson, I. W., George A.
Burrell, and George G. Oberfell,
blackdamp in mines, abs. 6.

Roll of Honour, app. ii., Ivi.

INDEX.

Safety-lamps, further notes on, 6, 16,

25.
Sand test fo)- determining strength of

detonators, abs. 9.
Shot-firing in coal-mines by electricity

controlled from outside, abs. 11.
Stoppings, mine-ventilation, with

especial reference to coal-mines in

Illinois, abs. 2.

Storm, C. G., analysis of permissible

explosives, abs. 10.
Storm, C. G., and W. C. Cope, sand

test for determining the strength of

detonators, abs. 9.
Strength of detonators, sand test for

determining, abs. 9.
Students, list, app. ii., lii.
Sub.'^cribers, list, app. ii., liii.
Syphon, automatic compound, 45, 55.

Tate, Simon, economical production
and utilization of power at col-
lieries, 4, 5.

— , further notes on safety-lamps, 6.— -
Di.scussion, 16, 25.

Taylor, Carl A., and Arno C.
FiELDNER, determination of nitrogon

in coal, abs. 8.
Temperature and pressure on explosi-

bility of methane-and-air mixtures,

effects of, abs. 5.
Timber, economical use in coal-mines,

32, 44, 57.

Utilization and production of power | at collieries, economical, 4, 22, 54.

Water in coal, projierties, abs. 9.

Watts, William, Horsley and Nichol-
son autamatic couipound syphon,
55.

Weeks, John George, death, 1.

and utilization of power at col-
lieries, 4.
WiLLiAMSj R. Y., mine-ventilation
stoppings, with especial reference
to coal-mines in Illinois, abs. 2.

Weeks, R. J., economical production Wilson, J. R. R., safety-lamps, 28.

TN North of England Institute

1 of Mining and Mochanical

N8 Engineers, Newcastle-upon-

V.66- Tyne
67 Transactions

Elngineering

PliyiiLdl 6e —
ApplieJ SlL
■Senate"*

PLEASE DO NOT REMOVE
CARDS OR SLIPS FROM THIS POCKET

UNIVERSITY OF TORONTO LIBRARY

ENGIN STORAGE

•fta^^-n'^mV^-^' ?r •■•^ »^ ^y<ag»^Ma>^jg

Internet Archive Audio

Featured

Top

Images

Featured

Top

Software

Featured

Top

Books

Featured

Top

Video

Featured

Top

Mobile Apps

Browser Extensions

Archive-It Subscription

Save Page Now

Full text of "Transactions"

See other formats