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By Oscar M. Wicken

Iran was a lodestone for the attention of industrial countries and companies wanting to share in its industrial development during the last two decades and particularly after 1972. Prior to 1972, most industrial projects in the private sector were on a relatively small scale and could be carried out in reasonably orderly fashion in spite of limitations of a primitive infrastructure and meager indigenous supply of managerial and technical skills. People with these skills could be found but not in abundance, and many of them were total¬ly engaged in various government ministries and projects. Thus it was that nearly all private sector industries, even long-established ones, required one or more foreigners to give guidance. A barite mine and processing facility was brought on line by Dresser Industries in 1960 without serious operational problems. A few expatriate experts were able to select and train a stable group of staff and production people and establish sound management principles for continued growth. The huge and increasing oil revenues after 1973 gave superficial credence to ideas of the Iranian government that the country could easily finance the jump into the industrial 20th century. All necessary skills and equipment not available in Iran would be imported, and intensive training programs would prepare Iranians for operating the new facilities. Large projects for steel production, copper production, oil refining, petrochemical production, cement production, and others were started or expanded. These are basic industries that consume substantial quantities of refractories. Studies made in 1972 indicated that the existing industries plus expanded and new projects scheduled to come into production would lead to a market sufficiently large to justify a refractory producing plant. Concurrent studies of raw material sources showed that clay, the largest tonnage item, would be locally available; the other raw materials would be imported. Iran Refractories Company (IREFCO) was founded in 1973 and started production in 1976.

Jan 1, 1981

By Tong Zhilin

The reasons why the pits were formed on the cathode in the process of Ni electrowinning and the methods how to prevent these pits from forming are described. Some examples are presented. It has 'been proven that P507 and P204 present in the electrolyte can effectively prevent pits from forming on the cathode.

Jan 1, 1993

By H. H. Uhlig

Soon after general use of stainless steels began, it was observed in practice that certain combinations of factors tended to induce corrosion by pitting. For most applications this was a serious drawback, not so much because the structural properties of the metal were impaired but because of the rapidity with which heavy sections of the alloys were penetrated by small elongated pits. These pits seemed to initiate readily in oxidizing metal salt solutions like ferric chloride and in chloride solu-tions like sea water. It was observed that in sea water pitting was more frequent in stagnant or polluted waters than in highly aerated, moving waters. The steels in these chloride solutions were observed to be sensi-tive to long contact with material such as sand grains or attached bar-nacles. At points of attachment or contact it was not uncommon to discover initiation of corrosion. Pits once begun at contact faces were observed to grow rapidly, usually elongating phenomenally in the direc-tion of gravity until the metal was perforated. Hydrochloric acid and other nonoxidizing acids, on the other hand, were observed to corrode stainless steels generally; the weight losses often were higher, but the penetration less than for the pitting type of corrosion. The causes of pitting, a type of corrosion recognized as character-istic not only of stainless steels but of many additional metals and alloys, are important in corrosion studies. A possible explanation bears prac-tical significance, for once it is known why pits begin where they do and continue to grow after initiation, intelligent direction can be given to diminishing corrosion. This can be done either by some alteration in the composition and treatment of the alloy or by some alteration in the environment. It appears foremost in importance to discover the nature of pit foci, for if initiation of pits can be discouraged their growth will be no longer a factor to be considered. In a multi-component alloy containing many impurities normal to production of such an alloy, each of which may play a part in pitting, and whose corrosion resistance is sensitive to heat-

Jan 1, 1940

By William P. Shinn

The site of Pittsburg from the first knowledge by white men of its location has been regarded as a position of great strategic importance.

Jan 1, 1891

By J. Pohlig

It is with more than ordinary pleasure that I have complied with the request of the President of the Verein Deutscher Eisenh?tten leute, to read before this meeting and in this country a paper on a system of transport by wire ropeways which, during the past twenty years, has advanced with rapid strides in Europe, and more partic ularly in Germany. America, with its immense network of railways and water communications, should offer peculiarly favorable oppor tunities for the introduction of these ropeways as feeders, more par ticularly in the mining districts, where, as in Europe, a hilly or mountainous region frequently opposes serious obstacles to the em ployment of surface railroads. The importance of the aerial ropeway as a factor in the develop ment of mineral resources deserves the consideration of every mining engineer. As a case in point, the rich iron-ore of the sierra de Bedar in southern Spain, would probably remain untouched to this day but for an aerial ropeway, 15.6 km. (9 3/4 miles) long, which con nects the mines with the shore of the Mediterranean near the town of Garrucha, affording cheap carriage to the nearest shipping point. A railway would have cost about $480,000 (£100,000), but such a heavy outlay would have more than absorbed all prospective profits on the sale of ore. As the aërial ropeway could be built for a little more than one-fourth of that amount, or $124,800 (£26,000), its erection furnished the successful solution of a profitable mining enterprise. This line has been in satisfactory operation for over two yearn; its details will be referred to later. But beside their importance as feeders, ropeways are valuable as a means of conveyance between works and distant warehouses, and between separate buildings in the same works. Their rapidly spreading introduction for such purposes indicates how keenly the necessity of effecting economies is felt under the stress of an everaccentuating competitiop.

Jan 1, 1891

By Sir James Kitson

By the courtesy of the President and Council of the American Institute of Mining Engineers, I have been invited to take the chair and open the proceedings of this congress. It is a graceful compliment to those members of the Iron and Steel Institute who are your honored guests at this moment—an acknowledgment of high consid-

Jan 1, 1891

By John W. Langley

In the summer of 1888 it was the fortune of the writer to present the subject of the desirability of establishing a set of samples of steel, which should be analyzed with extreme care, in order that they might become standards to which scientific and commercial analyses of iron and steel could be subsequently referred; also, that greater uniformity in the results of analyses might be brought about, since these standards would bear towards analytical methods somewhat the position which the original units of weight and length, the gramme and meter, or the pound and yard, preserved in Paris, London, and Washington, do to the mechanical arts. The plan met with hearty co-operation, with the result that com mittees were appointed in Sweden, Germany, France, England, and America, to receive the material and to see that the necessary au alyses were executed. In England, the British Association for the Advancement of Science appointed a committee, which subsequently published a plan

Jan 1, 1891

By J. P. Carson

THE Croton water-shed furnishes the source and storage of watersupply to both the old and the new aqueduct. The Croton river rises in the southern part of Dutchess county, about 68 miles from the lower end of New York city. Its three main branches, called the East, Middle and West branches, flow southward across Putnam county, joining, near its southern boundary, to form the Croton, which continues thence in a general southwest direction across Westchester county to the Hudson river at Croton Point, about 35 miles north of the city. The water-shed above the proposed site of the Quaker Bridge dam extends about 33 miles north and south, with an average width of 11 miles, making in all about 362 square miles, from which, by complete storage, an average daily supply of 250,000,000 gallons may be collected—sufficient for the needs of the city, probably, for the next fifteen years. The water-shed above the Croton dam is 23 square miles smaller, and furnishes the present daily supply of 100,000,000 gallons. By referring to the map it will be seen that the shortest approximately straight line between the proposed site of Quaker Bridge

Jan 1, 1891

By A. Thielen

In experiments for the production of steel the principal problem has always been the introduction into, or removal from, the iron of a definite quantity of carbon. Although the solution of this problem had engaged a more or less blindly and empirically directed effort for a long time, it was only with the development of analytical chemistry that the rôle which carbon plays in the constitution of steel was disclosed in its full significance, and that many of the problems confronting the steel-maker were thereby more clearly defined than before. For a long time, and to a certain extent even to this day, the percentage of carbon in steel has been the controlling means of deter mining its quality and hardness. In many cases the percentage of carbon alone has been relied on for judging large consignments, such as the large deliveries of wire-billets and blooms to America during the past twenty years; and though to-day the influences of the other constituents are recognized and many other considerations are taken into account, and though, moreover, some special steels, such as the Hadfield manganese steel, apparently dispense to a certain extent with the assistance of the carbon, yet fix our Bessemer, Thomas, Siemens and crucible steel the carbon still remains one of the most important constituents, and I venture to say it is indispensable. In order to produce in the Bessemer converter a steel of a certain required percentage of carbon, two methods, as is well known, present themselves. By the one the decarburization process is stopped when the desired carbon limit in the bath has been reached ; by the other the bath is completely decarburizecl, and then a calculated amount of carbon added in the form of spiegel, ferro manganese, etc. In Germany the latter method only was adopted, and it was retained when the Thomas-Gilchrist process for the production of low-Phosphorus steel from high-phosphorus iron eame into use, since from the nature of the new process complete decarburization is neces-

Jan 1, 1891

By Sir Lowthian Bell

WITH the exception of air and water, it is open to question whether there is any form of matter which the human race could less easily spare than iron. Short of going the length of asserting that, without this metal for an anchor or steel for the compass, the adventurous navigator could never have crossed the wide Atlantic, we may credit the locomotive' and the steamer, and hence iron, for that sequence of events which has peopled North America with the

Jan 1, 1891

By A. E. Seaton

In this paper it will be my endeavor to trace the development of the marine engine and its appurtenances, and the general progress that has taken place in marine engineering generally during the past fifteen years, rather with the object of attributing much of it to the successful efforts of the makers of iron and steel, thereby rendering my thanks to them for the valuable service they have contributed to my profession, than to recount what has been achieved by the skill, ability and perseverance of my colleagues in shipbuilding and engineering. The engineer has been at all times dependent on the ironmaster, and on more than one occasion his progress has been barred by the inability of the latter to overcome some obstacle to success in his manufacture. But on the other hand, it is equally true that the ironmaster has often been ahead of the engineer, and has been prepared, long beforehand, to supply that which would make a success for the marine engineer if he would avail himself of it.

Jan 1, 1891

By Hermann Wedding

It is now fourteen years since we German ironmasters, in considerable number, visited the United States on the occasion of the Philadelphia Exposition, and found the iron metallurgy of this country, as must be frankly confessed, in an advanced stage of development not previously suspected by us. At that time the United States already occupied, as now, the second rank, with Germany in the third, the product of pig-iron for that year being, in Great Britain, 6550, in this country, 2093, and in Germany, 1850 kilotons.* This relative position has not been changed. The present annual product of the three countries is, in round numbers, Great Britain, 8380, the United States, 7790, and Germany, 4530 kilotons. But the proportion of the United States, which was, in 1876, but 15 per cent. of the world's product, has now advanced to 30 per cent. When we left America in 1876, it was not only with gratitude for cordial hospitality and for the liberality with which our professional colleagues here had opened to our inspection whatever was worthy of notice in our special field, but also with the conviction that we had collected a great treasure of new and interesting information which we could utilize for the benefit of our German Fatherland. Particularly the achievements of the never-to-be-forgotten Holley in the field of Bessemer practice, set us an inspiring example for imitation in our own country. As an expression of our thanks in more practical fashion, I attempt in this paper to sketch what we have done in Germany since

Jan 1, 1891

By Sir Nathaniel Barnaby

We must not conceal from ourselves that, against the perils arising from perforation of the shells or hulls of ships, we are greatly worse off in these days of steel and iron than we were when our ships were built of oak, teak and pine. Apart from the greater

Jan 1, 1891

By T. Sterry Hunt

Jan 1, 1891

PITTSBURG MEETING The One Hundred and Ninth Meeting of the Institute, for the presentation and discussion of technical papers, will be held at Pittsburg, Pa., Oct. 8, 9 and 10, 1914. This meeting is to be under the auspices of the Iron and Steel Committee, the Committee on Petroleum and Gas, the Committee on Coal and Coke, and the Committee on Non-metallic Minerals. Thirty papers have been secured by these Committees and will be presented at the meeting. These papers will be published in the September and October Bulletins. The Local Committee of Arrangements for this meeting is as follows: SAMUEL A. TAYLOR, Chairman. FRANCIS C. PHILLIPS. GEORGE S. RICE. C. F. V. Rys. KENNETH SEAVER. JOHN S. UNGER.

Jan 9, 1914

By W. H. Blauvelt

The subject of fuel-briquetting has attracted much attention on the part of engineers. and investors for the past 15 or 20 years, and especially in recent years, during which a number of plants have been built, with more or less commercial and technical success. Our technical literature contains numerous descriptions of certain processes, and discussions of the industry in general. For a history of the development of the art in the United States, and for descriptions of many of the processes which have been tried, reference may be made to the files of our Transactions, and, for more recent information, to a paper by C. T. Malcolmson, read before the First Annual Convention of the International Railway Fuel Association in June, 1909. The purpose of the present paper is to describe the briquette-plant of the Solvay Process Co. and the Semet-Solvay Co. at Detroit, Mich., which, after a period of long and costly evolution, is now operating satisfactorily on a commercial basis. I believe that it will be of interest to some of our members to have the details of operation, power-consumption, labor, etc., as worked out on a practical and commercial scale in a going operation.

Jan 1, 1911

By Robert A. Cook

Among the new devices for cheapening the cost of material entering into the manufacture of iron is the mechanical drawing of coke, by which the coke from bee-hive ovens is extracted with a minimum of manual labor. About twenty years ago, an ordinary plate-conveyer was put in use at the plant of bee-hive coke-ovens owned by the firm of Bell Bros. & Co., near Middlesboro, England. This conveyer ran close along the front of the ovens, and carried the coke to the cars. The ovens were drawn by hand, and a very great saving in cost was secured, as one man could draw and clean out twice as many ovens after the conveyer was put in use—he having no forking to do, and the coke being carried away as fast as it was drawn to the mouth of the oven. The next step was further to eliminate hand-labor as far as possible; and Mr. Thomas Smith of the Thorncliffe Iron Works, near Sheffield, patented in 1891 the machine for drawing coke which I here describe. This machine, the outcome of several years of experimenting, has now been in successful use since 1891, and there are between twenty and thirty of them in operation at present, and others building. The machine, as may be seen from Figs. 1 and 2, consists of a wedge-shaped shovel of proper width and thickness, connected with a steel rack of sufficient length to reach the back of the oven. The rack is supported by rolls, and guided by a device operated by a hand-wheel, which directs the shovel in the oven. The rack is driven by a pinion on a vertical shaft carrying a bevel-gear on the upper end. This bevel-gear is driven by another on the engine-shaft. The engine is single-cylinder, with reversible gear; and engine and machine are mounted on a truck, which is propelled

Jan 1, 1897

By J. B. Dilworth

In estimating the investment-value of a mining-property or plant, the value of which decreases with operation, it is often necessary to know the sum which must be set aside periodically from earnings either to renew the plant at the end of its life, or to return the capital involved when the earningpower of the investment has ceased. In such cases it is manifestly incorrect simply to divide the total amount to be retired by the 'number of periods (usually years) during which the investment shall be active, as the sums periodically withdrawn have a certain interest-earning power varying with the length of time they are held and with the opportunities afforded for their investment. But though the interest may be considered to accumulate regularly year by year, yet the rules and tables for compouiid interest do not apply, owing to the addition of a fixed amount of new money to the total at the beginning of each period. Briefly stated, the problem of sinking-funds is, to find the amount of money which must be periodically set aside at a certain rate of interest, regularly compounded, to yield a certain sum in a given length of time. In most practical cases the interest is compounded and the fresh amount added at the same time—usually once a year—and on this basis the problem may be solved as follows : Let S = total amount to be retired, Let T = interest rate : R = 1 + r, Let n = life of tlie sinking-fund or the amortization-period, Let L = the sum set aside at the end of each year. Then the amouilt of the sinking-fund at the end of first year is 2, which at the end of n years will have illcreased by compound interest to IRn-l. Similarly, another amount, x, will be set aside at the end of second year, which will in turn increase

Jan 1, 1911

By S. K. Bradford

For years past I have traveled in quest of promising mining-properties, over almost impassable mountain-trails to remote places in the mining-regions, usually many miles from an assay-o5ce. If, upon examination, the fornlation and the ore-deposit appeared favorable, a quick determination of the value of my samples was necessary, in order that I might take intelligent action with reference to the acquisition of the property. A journey with my samples to civilized regions often meant weeks of delay, and perhaps loss of opportunity. How many, under similar circumstances, have returned with their assay-results from such a journey, only to find that some audacious speculator had optioned" the property! True, a first payment could have been made and the chances taken on the results; but experience has taught that rich-looking ore is not of necessity valuable. Personally, I would not hazard a ten-dollar bill on any property without first determining by assay the value of the ore. To carry the usual complete assay-paraphernalia over such mountain-trails was impracticable by reason of the loss of time involved, the great expense of transportation (charged -

Jan 1, 1911