ENGINEERS, Firemen, Machinists and Electricians send for 40page pamphlet containing questions asked by Examining Board of Engineers to obtain engineers' license. Address GEO. A. ZELLER, PubIlsher, Room 585, No. 18 So. 4th Street, St. Louis, Mo. FOR SALE Two second-hand Worthington Hydraulic steam pumps, in first-class repair; size, one pump, 29x24x6, duplex: other, compound duplex, 18x29x24x6, f. o. b. cars at one-third cost of new. CULLEN & STOCK MFG. CO., 2d and Carr Sts., St. Louis, Mo. INVENTOR'S MODELS built and perfected, special machinery designed and built, small parts duplicated. Let us quote prices. F. J. STOKES MACHINE CO., Philadelphia, Pa.; New York representative, FRANK P. WISNER, 101 Beekman St. WANTED-Position as traveling salesman or eastern agent for manufacturer. For two years have sold to mills and factories or Eastern States. Address Box 211, Meriden, Conn. WANTED-Draw Bench 20 feet long and powerful. Send particulars and price to J. G. WILSON, 3 W. 29th St., New York City. FOR SALE Modern gas engine factory running full blast, $20.000 worth of orders on the books, an old established engine, full line of large agencies, complete records, tools, templates, gages and equipment, money in bank, competent help, a snap at $30,000. Failing health reason; quick action desired; no triflers wanted. Address Successful." care MACHINERY, 9-15 Murray St,. New York. EXPERIENCED MECHANICAL ENGINEER, new ideas in connection with machinery, would accept responsible position in office or shop. Address W., care MACHINERY, 9-15 Murray St., New York. WE SOLICIT CONTRACTS for machine work or forging. Firstclass equipments. Estimates given. Address ERIE BASIN IRON WORKS, 54 Beard St., Brooklyn, N. Y. WANTED- Reliable men to sell The Uneeda Punch to the trade on commission. Address UNEEDA TOOL AND MACHINE CO., Martin's Ferry, O. WANTED-Competent office man with sufficient mechanical knowledge to properly manage old established Gas Engine Works. State salary expected, experience, age, etc. A working interest also at present and stock later if agreeable. Address CHANCE, care MACHINERY, 9-15 Murray St., New York. WANTED-Employment by graduate in mechanical drawing, with twelve years' experience in car building. Address EMPLOYMENT," Carrier No. 1, Manchester, Va. Safer than Advice If you could get the advice of say fifty of the men who run the great ship yards, machine-shops, and foundries, as to the best pneumatic tools to buy, would you listen to it? You can get what is far better -their example. RELLER TOOLS Keller Pneumatic Tools Vol. 8. June, 1902. THE CLEVELAND CITY FORGE AND IRON COMPANY. No. 10. J. V. STANFORD. The plant of the Cleveland City Forge and Iron Company is equipped exclusively for the manufacture of light and heavy forgings of iron and steel. This plant is located on a spur of the Lake Shore and Michigan Southern Railroad, with all facilities for shipping-one building of wooden construction containing the three departments, forge, machine shop and smith shop. The processes involved in the manufacture of heavy hammer forgings, particularly of iron, are of great interest and little known. The fluid compression process has partly replaced hammer forgings for some purposes, notably for large in boilers to generate steam for the hammers. These hammers, seen in Fig. 5, are 5-ton helve hammers. The heavy helve and cast-iron head are raised by a steam piston located near the trunnions, and drop under the action of gravity. That part of the helve which extends back of the trunnions is made to strike a heavy hickory timber, acting as a spring to give additional impetus to the drop for a heavy blow. In addition to these hammers there is a 15-ton steam hammer, Fig. 6, used on the largest work. At the time this hammer was built it ranked second in size in the world, but it no longer holds that place. Steam acts both to raise the head, Fig. 1. Beam Strap for the Steamer Puritan, forged and finished by the Cleveland City Forge & Iron Co. Finished weight, 36,310 Pounds. shafting, solid and hollow; but the hammer is still used for this purpose, and will always be used for work of irregular shape, such as shown in Figs. 1, 2 and 3. Material for iron forgings is purchased in the form of wrought-iron scrap and old car axles. This material is sheared into small pieces and "piled" on thin boards, as shown in Fig. 4. The piles are carried to the forge rooms and placed in a furnace until brought to a welding heat. and to deliver the blow. The large jib crane which serves this hammer has handled forgings weighing 60 tons. The general arrangement of the forge room may be seen from Fig. 5. Along one side is a long row of hammers served by jib cranes; heating furnaces are along the other, and there is an industrial railway between. The heating furnaces are of the ordinary reverberatory type, waste gases being utilized The pile of sheared scrap, having reached a welding heat in the furnace, is removed to one of the hammers, which welds it into a rectangular bar, technically called a "shingle slab," and at the same time drives out the slag. These slabs form the basis for all iron forgings and, as they are seen piled in stock, indicate very plainly their origin, traces of bolts, nuts, horseshoes and the whole stock in trade of the old metal man being discernible. In fact, it is claimed that by etching the surface of finished forgings with acid, faint outlines of the original scrap shapes may be seen. In building up a large forging from slabs, the nucleus is the "porter bar," a cylindrical forging with one end flattened out in the form of a shovel. Sixteen shingle slabs are piled onto this flattened portion, the whole is balanced on a crane chain, and the end carrying the slabs swung into a furnace. Fig. 7 shows a porter bar in position in the furnace, also the "stocks," which are clamped onto the outer end, to furnish a hold for the men who balance the bar, and rotate it under the hammer. Welding heat being reached, the bar is carried to the hammer, the slab pile is welded, part of it forged to the required shape, and the rest flattened out into shovel form to receive more slabs, when the process is repeated. The forging grows slowly with each addition of slabs and in this way shafts 28 inches in diameter and 40 feet long have been built up. When finished the forging is cut from the porter bar and is ready for the machine shop. The dimensions and form of work under the hammer are checked by means of long-handled fixed calipers and sheet iron templets. Many ingenious methods are employed for building up irregular shapes by this process. The forging of a crankshaft with one or more central cranks will serve to illustrate. First, a square bar of the proper length and of sectional area equal to that of for steel forgings is bought, in the form of 4-inch billets for small work, and in octagon ingots, sometimes weighing 70 tons, for large work. Practically everything produced in the forge goes through the machine shop to be rough machined or finished to size, as specified. The hammer man leaves a heavy finish all over the forgings, some of which, on account of difficulty in hammering to shape, approximate only very roughly the finished piece, necessitating the removal of a large amount of metal by machine. As an instance of this, a large steel crank, consisting of two webs and a pin, weighed 61,600 pounds upon leaving the hammer, being practically a solid block, and 10,200 pounds when finished. The machine shop is provided with heavy tools for this work, two of the largest being shown in Figs. 8 and 9. Fig. 9 shows a planer, 10 feet by 12 through the housings, with a 25-foot bed, at work splining an engine shaft. The lathe in Fig. 8 swings 6 feet over a 60-foot bed and takes the largest work produced in the forge. Fig. 8 also shows the method of serving the tools, work being brought from the forge shop on the industrial railway and swung into position by jib cranes. The largest and most difficult forgings produced are those Fig. 2. Large Wrought Iron Frame, forged at the Cleveland City Forge. Weight, 27,045 pounds. the round part of the shaft is built up. At the points where the cranks are located, slabs are piled, heated, welded and trimmed to shape, and then the remainder of the shaft is rounded up. This leaves the crank throws solid, and the excess metal is machined out. This process results in a very tough and reliable forging, its structure consisting of a mass of interlacing fibers, as determined by the first piling of the scrap, thoroughly worked and compacted by the hammer. Work as large and complicated as the steamer parts shown in Figs. 1 and 3 is forged in sections as large as may be conveniently handled at the hammer, rough machined, and welded together. This welding is done in the smith shop. Scarf joints are machined in the parts to be welded, which are laid out in their proper relative positions and clamped. Portable fires placed over the joints produce the welding heat, the clamps being gradually tightened as the metal softens until dimensions are correct. The weld is completed by hand hammering, and trimmed. The problem presented when a steel forging is required is altogether different, no building up or welding being possible. A mass of steel large enough for the finished forging must be used from the start and hammered into shape. Stock Fig. 3. Rudder Frame for Battleship "Alabama." Weight. 82,390 pounds. required in the construction of steam vessels, main shafts and the parts shown in Figs. 1, 2 and 3. Fig. 1 shows the beam strap that was shrunk onto the cast iron walking beam of the steamer "Puritan" of the Fall River Line. It is 34 feet between end centers, 10 x 11% inches section, and weighed when finished 36,310 pounds. The stern frame in Fig. 2, which supports the outboard bearing for the propeller shaft and the rudder, is 29 feet 85% inches high, 19 feet 51⁄2 inches in extreme width and weighed 27,045 pounds. Fig. 3 shows the rudder frame that was forged for the battleship "Alabama"; its finished weight was 32,390 pounds. An unusual method was used in raising the wreck of the bark Arthur, which foundered in Boston Deeps, Lincolnshire, during the heavy gales of the present winter. The decks and the inner structure of the ship were removed, leaving only the frame and sides, and during high water a steamer was floated over the wreck and allowed to subside inside the hull, the wreck was then made secure to the deck of the steamer, and upon the following tide was lifted off the bottom and towed to a higher portion of the shore, where the work of breaking up could be carried on at low water.-Marine Engi.. neering. |