The Iron Age 1934-07-12: Vol 134 Iss 2

Editor Managing Editor Consulting Editor News Editor Machinery Bditor F. J. WinTsrs T. W. Laprerr G. EXRNsTROM, JR. BURNHAM FINNEY Frazar Pittsburgh Detroit Boston Cleveland Chicago Fditor Emeritus Washington Cincinnati Contents +) The New Chart May Show Old Landmarks OUR PART Underframes Made from Cast Steel Assembling Economies with New Drive Pin Wire Drawing the Higher Speeds Foundries Aim for New Goals Finish Helps Metal Products Sales Use Electric Trucks Motor Plant New Equipment News June Ingot Production Personals and Obituaries Washington News Automotive Industry Markets Construction and Equipment Buying Products Advertised Index Advertisers THE IRON AGE PUBLISHING COMPANY FRANK, President GRIFFITHS, Secretary BAUR, General Advertising Manuyer PUBLICATION OFFICE: Corner Chestnut and Sts., Philadelphia, Pa. EXECUTIVE OFFICES: 239 West 39th St., New York, ADVERTISING STAFF Member, Audit Bureau Circulations Emerson Findley, 311 Union Member, Associated Business Papers B. L. Herman, 675 Delaware Ave., Buffalo, N. Y H. K. Hottenstein, 802 Otis Bidg., Chicago Published every Thursday. Subscription Price: Peirce Lewis, 7310 Woodward Ave., Detroit United States and Possessions, Mexico, Charles Lundberg, Chilton Chestnut $6.00; Canada, $8.50, including duty; Foreign 56th Sts., Philadelphia, Pa. $12.00 year. Single Copy Cents Ober, 239 39th St., New York 428 Park Bidg., Pittsburgh Cable Address, ‘‘Ironage, N. Y."’ W. C. Sweetser, 239 West 39th St., New York Warren, Box 81, Hartford, Conn. EIGHTIETH YEAR SERVICE THE METAL WORKING INDUSTRY NRA, 116 Vacation Without With business basically better, many will again enjoy "Vacations Without Lest there still those who are concerned about production schedules, would mention, that Ryerson stocks have never been larger more complete—that Ryerson shipments are immediate usual. leave the plant—dismiss its problems, with the word, call Ryerson when steel needed. Have good time—and good luck you. JOSEPH RYERSON SON, INC., Chicago, Milwaukee, St. Cincinnati, Detroit, Philadelphia, Boston, orry Jersey City ‘ THE IRON ULY 12, 1934 Page age | THE IRON JULY 12, 1934 ESTABLISHED 1855 Vol. 134, No. EN eld mariner able steer course and make port because has tested chart and compass. The North Pole does not shift overnight, nor the continents change position. Business good deal like navigation. Manage- ments, like mariners, are frequently confronted with the unexpected. Heretofore, however, there have been certain basic rules business conduct which have per- mitted the general planning the course business. Today, even these rules not stay fixed. The winds blow from too many quarters once. Unlike the ocean winds, these not dispel the dense fog which prevents from taking the customary business observations. And the points the compass are being changed with perplexing frequency. Industry accepted the NRA its master sailing chart. has found that could get along nicely under the NRA rules navigation, these rules were not changed frequently other bodies. Official interpretation Section 7-a, for example, has veered North, East, South and West. manager knows just what today what will tomorrow. Industry signed codes, raised wages, shortened hours the official premise and promise that the anti-trust laws would relaxed permit price stabilization. This basic idea, too, gradually boxing the compass. The New Chart May Show Old Landmarks Elimination price cutting was professed funda- mental NRA, yet now find Uncle Sam encourag- ing price cutting under new executive order. other words, industry does not know how set its course with reasonable expectation being able hold it. Most, not all, these disconcerting changes have come from without, not from within NRA. There have been too many volunteer steersmen, Congress and elsewhere. Some may fear that face another period uncer- tainty and unforeseen changes due the appointment Mr. Richberg director the new Industrial Emergency Committee. His job will “make rec- ommendations with respect relief, public works, labor disputes and industrial recovery.” not think so. believe that indica- tion that the President realizes the need for the estab- lishment firm coordinated policy that will, far possible, dispel uncertainty and let business know where at. And the choice Mr. Richberg, who firm believer NRA principles, indication that the final chart may not altogether strange one industry. ____s the war partially in- formed enthusiast suggested making cast steel one-piece ship hulls. Obviously, consideration had been given the melting and molding difficulties which have been encountered, but the suggestion did express the hypothetical objective toward which cast steel technologists have been working. the railroad field, built-up car trucks long ago were superseded one-piece steel counterpart, and cast steel locomo- tive beds with integral cylinders and air reservoirs have ceased nov- elties. This desire the part carriers for unitary construction was expressed the recent ordering the Pennsylvania Railroad 500 cast steel flat car The AILROADS have been criticized for not applying es- tablished principles scientific research more fully the solution their operating problems, and has been added that consequence progress has often been materially retarded. This accusation some- what belied, however, their early and constantly increasing use cast steel for variety parts for rolling stock. fact cast steel technology originally received considerable im- petus from the demands railroads and that field today one the largest tonnage outlets for steel foun- dries. This was shown 1933 when the monthly average railroad steel castings was 5189 tons per cent the total output steel foundries. April, 1934, railroad castings ex- ceeded all other types. About years ago, just prior the so-called “cast steel era,” steel castings first appeared railroad equipment substitute for cast iron. Early 1890 the first cast steel double body bolsters for passen- ger cars were produced and applied Pullman sleeping cars, and 1900 there appeared the first cast steel side frames for freight cars. This latter 10—The Iron Age, July 12, 1934 Car Underframes Made molding these underframes re- corded herein and, addition, description given one-piece mine car body which heralds sim- ilar innovations the railroad field. That is, foundry practices can revised and improved that economic yield metal per unit molding sand can obtained, entirely within the range present casting practice produce one-piece bodies for gondola cars and, fur- ther possibility, also bodies for hop- per cars. Integral cast steel under- frames for this equipment are already actuality. the near future welded rustless and corrosion resis- tant steel may compete with cast steel for underframe construction. construction now practically stand- ard for all freight car trucks. The first cast steel trucks made for pas- senger service were placed under Santa cars 1904. These trucks were the four-wheel type and had integral pedestals and equalizers. These features con- struction, however, were not used again until about 1918, after which time they came into broad favor inas- much improved welding methods had removed objections arising from the repair difficulties case ac- cident. During the period 1908 1925 there occurred steady development continuously improving designs for cast steel locomotive and tender beds. The mammoth locomotives which evolved during that period used larger boilers, had higher steam pres- sures and greater piston thrusts than their predecessors, and, general, kept imposing greater and greater re- quirements the machinery founda- tions and trucks. These operating stresses and the weaving motions service were extremely severe even the best riveted and bolted frames, and was practically inevitable that unitary type casting would developed meet the increasingly severe service conditions. This phase development culmi- nated one the largest and heavi- est railroad castings ever made. This was the bed for Union Pacific 4-12-2 type locomotive. The weight was 82,000 was 64.25 ft. long, and practically all the foundation below the cab line was incorporated single unit. While developing large one-piece beds, nearly all which have been built with air tanks and inders, was necessary for the foun- dry and machine departments solve many complex molding and finishing problems. Now when the castings leave the foundry they are completely machined and drilled with cylinder barrels and valve chambers complete- bored and tested hydrostatically. Later beds also integrally embody the rear cylinder heads. These cast steel frames have performed satisfactorily service and their use has resulted lower operating costs arising from their light weight, greater strength and compactness. addition, the unitary construction reduces maintenance and repair costs. This may illustrated the fact that general shoping engine with one-piece frame often costs about $3,000 less than the case engine with built-up frame. the present time cast trucks are practically standard, and there little possibility competition other types construction, particu- larly for, freight cars which the use cast steel trucks soon becomes obligatory under interchange rules. Even the modern light-weight streamlined units, such the Bur- lington Zephyr, especially designed cast steel trucks are used. For ex- ceedingly light-weight units, however, variance this practice noted, the case the recently com- pleted Pullman Railplane. unit both the trucks and main frame are built oxwelded chromium- molybdenum tubing somewhat the | | | | , | a | « same manner standard aircraft fuselage construction. Advantages Cast Steel Cast steel structures are shown above have gained distinct place the railroad field, and doubt- ful whether fabricated alternative will ever again seriously contend for certain types car and locomotive constructions. All laps, seams and joints are eliminated the cast prod- uct, and just the required amount metal can placed just the de- sired sections for optimum strength. The sections are very uniform change gradually, generous fillets can applied where stresses change, cor- ners can rounded and abrupt differ- ences shape are easily eliminated. This adaptability removes all the localized stresses which usually exist points where several layers metal are used built-up construc- tion. addition the flexibility metal distribution, high tensile strength and homogeneity the metals, cast steel has considerable resistance corrosion which greatly extends the useful life rolling stock. This resistance partially due the inherent chemical charac- teristics cast steel and also due the protecting skin silica which fused during the molding process. This characteristic constitutes large advantage over the usual riv- eted carbon steel construction, inas- much the rivets the latter type often become loosened and serve starting points for localized corrosion, LIPPERT thereby resulting eventual disin- tegration. These attributes cast steel are, therefore, particularly adaptable the railroad field the making trucks because the complexity design, compactness and strength dis- tribution demanded. Also, cast steel superior plain carbon steel for underframes and locomotive beds. for weight compared with the riv- eted type construction using carbon steel, may generally stated that where equal strength desired the cast structure lighter, where equal weight specified the cast structure much stronger. course all these comparisons are made with the carbon hitherto usually employed for under- frame construction. this basis Fig. completely machined cast steel Pennsylvania F-30-A flat car underframe made the General Steel Castings Corpn. shown above. Stake pockets, center plates, bolsters, end and side sills, and center sill with cast draft gear pockets are all included this unitary casting. Even the floor board holes are cored and only require final drifting. This underframe weighs 25,500 ft. long over striking castings, and has total floor width ft. The overall height the completely assembled flat car shown below has been reduced 412 in. compared with the usual built-up car this type. The total weight the car 50,800 nominal lading capacity 140,000 and the load limit 159,000 when concentrated the two crossbearers located ft. each side the center line the car. The trucks are cast steel with integral journal boxes, and the wheels are single-wear rolled steel. The Iron Age, July 12, 1934—11 | ght iece een cyl- un- ing ngs der ete- the icu- the mes les. ght the J Fig. 2—An experimental check design calculations made the General Steel Castings Corpn. The vertical hydraulic press loading the sample underframe casting per cent excess the rated load capacity. The force concentrated the crossbearers, and the illus- tration shows extensometers placed critical points measure the deflections. The test results were well within the limits established Pennsylvania Railroad engineers. The center sills carry their own weight and per cent the capacity lading, and each side sill becomes only matter time and education before cast underframes would become standard. However, steel mills and the welding fraternity have belatedly recognized this threat and are attempting produce com- petitive types construction. compete with cast steel welded structure must cheap and ser- viceable, and must somewhat non-corrosive. development already made this direction the engine bed and forward frame the Bur- lington Zephyr, which welded Cromansil steel. Also the sample un- derframes for the streamlined Chi- cago, Milwaukee, St. Paul Pacific tional structural shapes, plates and sheets. The United States Steel Corpn. now marketing two new products which used welded under- frames. low Cr-Cu-Si steel and medium manganese steel have ap- 12—The Iron Age, July 12, 1934 carries per cent the load. proximately five times the corrosion resistance open-hearth steel, tensile strength ranging around 000 per sq. in., and yield point about 55,000 Ib. per sq. in. far steel castings can pro- duced advantage when num- ber duplications are made, but when only several structures are de- sired the welded type has advan- tage. problematical what the future holds forth, the foundries will probably develop more economic manufacturing methods resulting lower priced product, whereas the steel makers may reduce their prices when their output becomes larger. The above discussion the growth, merits and competitive advantages cast steel for underframes leads the general casting practices em- ployed. The following description ap- plies underframe castings made the Eddystone, Pa., plant the Gen- eral Steel Castings Corpn., and the same process used for molding the even more complex locomotive frames previously described. Casting Methods for Underframes Because the intricate shapes locomotive, freight and hopper car underframes, can seen Fig. special methods molding have been developed. One these consists es- sentially metal form which roughly follows the contours the underframe inside which dry sand cores are arranged form the metal desired. The complete mold con- structed hundreds these differ- ently shaped baked sand cores and the molding procedure somewhat grandiose method bricklaying. The term mold used descriptively, pattern green sand employed because the complexity the cast- ing. Another method embodies ma- chined molded sectional flasks which inter-engage form the mold as- sembly. Many cores are used these vari- ous molding methods and during their preparation more less conventional practices are followed, although the General Steel Castings Corpn. has de- veloped special molding making machines for their particular products. The core-making procedure completely mechanized. Core boxes are carried conveyor under distributing machine where they are filled. Nails and iron gaggers are inserted various places for strengthening, and the core first me- chanically rammed and then stripped. The conveyor carries the stripped cores continuous baking furnace from which they emerge with brick- like degree hardness. The indi- vidual cores naturally vary size and their shapes suit the various sec- tions the underframe. this molding practice practically every- thing reclaimed. There de- dusting and remilling system for the used sand, and all metal particles are magnetically. little new sand added the old before en- ters the tempering equipment. The cores are placed against and top each other and are ade- quately supported the Where metal form, separation made metallic spools chap- lets. addition all core cracks are pasted the outside with fireclay eliminate fins. The metal poured about 3000 deg. F., and the buoyant forces acting the cores during pouring are very large. Therefore the cores must have smooth surface finish, have suffi- cient strength the high tempera- ture withstand the pressure the molten metal, and number clamps must provided prevent core movement during pouring. The underframe Fig. poured right side up. The metal enters the mold through one gate and distributed throughout the mold from one runner along the bottom from which rises between the cores form the shape the casting. The completed proc- ess finds the metal the top each the various risers located the upper part the mold. Three un- derframes are poured one heat and each mold filled about min. pouring time. During several suc- ceeding minutes additional metal added take care shrinkage due cooling. the General Steel Castings plant oil-fired basic open-hearths are used melt the steel. The charges con- sist principally pig iron and care- fully selected scrap, and single heat may weigh tons. The steel poured has carbon content between 0.15 and 0.20 per cent, and other elements analyze not over 0.06 per cent phosphorus and (Concluded Page 84) The initial cost this body slightly higher than the regular type, but the expense eco- nomically justified because the greater resistance corro- sion and superior operating characteristics due the uni- tary construction. The capacity four tons with water-level volume 127 cu. ft. The car ft. long inside, ft. wide, and the recessed wheels effect overall height reduc- tion in. Fig. 3—This one-piece mine car casting finding great favor with mine oper- ators and was made for the Ridge Coal Corpn. the Virginia smokeless fields. The entire car body cast green sand complete and before installa- tion, only requires the addition four axle bars, roller bearings, and cast steel wheels. large weight saving per cubic foot bituminous coal capacity secured when compared with the conventional iron and wood type. The Iron Age, July 12, 1934—13 Assembling Economies Made Before Grooving Grooving / FIG. section rod before and after grooving, showing the way the metal between the grooves bulged out greater diameter. FIG. This shows standard drive-stud with the groove portion exaggerated and application special type drive- stud used rivet. FIG. double grooved pin may used make concealed joint between two plates parts. 14—The Iron Age, July 12, 1934 the standard the groove deeper one end. This exaggerated sketch illus- trate the principle. longitudinal grooves are pressed into cylindrical metal pin, the metal thus displaced, which must somewhere, actually “flows” in- crease the diameter the pin between the grooves. This shown exag- gerated form the section Fig. where the full-line circle represents the pin before the grooves are pressed it, and the dotted lines indicate the shape after grooving. From this will evident that the grooves are pressed deeper one end the pin, the pin diameter be- tween the grooves will greater that same end, and the pin, instead being cylindrical, will tapered illustrated Fig. However, there marked difference between such tapered pin and the familiar solid taper pin, because the metal which has been pushed out the groove pin will, under pressure, flow back again fill the groove space. This means that the groove pin may driven into straight cylindrical hole and that when thus driven, the pres- sure the metal the pin against the wall the hole will great enough hold the pin against strong effort remove it. the effort remove increased until the pin actually forced out, both the pin and the wall the hole (under proper conditions design and materials) will uninjured, and the pin therefore can used over and again. Briefly, this the theory back the Groov-Pin enterprise developed this country the Groov-Pin Corpn., Long Island City, This company makes many different designs Groov-Pin and uses many different metals meet the diversified assembling needs the metal work- ing industry. For instance, the groove need not the end the pin, and the pin may have head and thus Fig. The standard Groov-Pin made high tensile steel with three equally spaced and tapered grooves which are deep one end the pin and dis- appear short distance before the other end. Such design pin used for, and has been found adapted to, joining parts automobile as- sembling. has been used success- fully fasten the brake lever its shaft, anchor springs, key gears, and fasten the pedal shaft as- sembly. Modifications the standard type have been used dozens other applications the building automobiles, and said that one the popular cars has been able save much 75c. car as- sembling, through the use Groov- Pins. Resists Vibration When used replace the standard taper pin, the Groov-Pin said have much better holding power, espe- cially when subjected vibration. The taper pin, when once slightly loosened, will fall out, but the Groov- Pin has practically its full holding power over range perhaps half inch movement. Tests were made the Sage Laboratory New York University, determine the holding power Groov-Pins under various conditions. Two %-in. steel plates were fastened together means three standard Groov-Studs, and the resultant assembly was placed concrete slab and subjected vibration test with electric ham- mer for more than 100,000 oscillations. This was such severe test that the steel plates themselves were nearly > 7 a pin, thus hown ually are dis- the apted as- its ndard ing one ble as- Groov- andard espe- yration. slightly Groov- holding were New ine the under steel her placed ted ham- llations. that the nearly With New Drive Pin HERBERT SIMONDS destroyed, but the report the test states: “The altered their position not more than 0.007 in., and the holding power the pin un- der severe and extended vibration was shown remarkable.” the plant the Groov-Pin com- pany, large automatic machines ac- press grooves into cold drawn bars, and the company states that the successful application its pins dependent upon precision manufacture. The grooves must uniformly tapered with respect one another, that when driven place the outward pressure against the wall the hole will uniform and will thus keep the center the pin con- centric with the center the hole. Applications Are Varied one the largest textile ma- chinery plants the country, customary join rolled steel parts machine frame castings means one through-bolt and two Groov- Pins each joint. The through-bolt facilitates the initial assembly and the Groov-Pins then serve the double purpose accurately alining the parts and making the joint firm. this case, however, the chief reason for using the Groov-Pins facili- tate reassembling. When ordinary bolted joint reassembled, exceedingly diffi- cult get the perfect alinement nec- essary certain textile machines, as, for instance, carding machine where variation 0.001 in. serious. When Groov-Pins are used they au- tomatically aline the joined parts the pins are driven place. One interesting type joint makes use short Groov-Pin with two sets grooves joining the center, shown Fig. this case both ends the pin are left free from grooving, and the pin may then used join two plates indicated. this case the pin hidden after the plates are pressed firmly together. small Groov-Stud useful for fastening name plates and description plates machinery the manner shown Fig. Similar studs are used for fastening linings metal such asbestos linings coke oven doors, formerly fastened with screws, brake linings brake bands, for- merly fastened with rivets. When used replace cotter pins, the Groov-Pin said have safety advantages that does not extend beyond the nut and stronger. Groov-Pins are used agricultural and road building machinery, build- ing hardware, as, for instance, door hinges. Special Shapes Used When the design such that one end for considerable distance free grooving, the pin may used dowelling pin for alining parts molds parts die blocks. Such The familiar automobile window handle knob gives interesting use Here the stud with flat head in- serted through slightly larger hole the handle bushing, leaving the groove portion the stud extended. The drilled knob then placed over this extended portion and driven into place complete the assembly. This FIG. ingenious and inexpensive method fastening the re- volvable knob the end automobile window here shown. Saves 75c. Car taper pin common industry means con- necting concentric parts such hubs and wheels, but the taper pin fits reamed taper hole, while the grooved pin here described fits straight hole and thus reaming re- quired. Its range application extends far beyond that the taper pin, and its chief advantage comes through the reduction assembling costs makes possible. With it, one automobile ports assembling saving car. FIG. Name plates machinery are con- veniently fastened with Groov- Studs. FIG. Dowel-pins for foundry flasks and other similar applications are conveniently made with Groov-Pins. The Iron Age, July 12, 1934—15 tries are built small things. Fine wire one, insulated cords another and electric plugs third. The manufacture these three items now combined the plants the Belden Manufacturing Co., Chicago. This concern conceived known soft rubber plug, one the outstanding developments this in- dustry number years. these modern times great indus- The company has two plants, one Chicago and one Richmond, Ind. The Chicago plant housed huge, modern building and here drawn wire all finenesses, which then made into magnet wire and into conductors which are used the Richmond plant make rubber-cov- ered wire and rubber plug cords. This concern supplies wire every indus- try that uses the gages made. Raw material comes the form 5/16-in. copper rod coils and this drawn down the finer sizes modern mills follows: Fine machines .......... ga. The product the rod mill drawn multi-die, progressive wire drawing machines equipped with five nine dies each. Speed drawing has been increased right along re- cent years until 6000 ft. per min. now easily accomplished, while this plant much higher speeds have been experimented with. Alloy steel dies are used for the larger gages and diamond dies for the finer gages and for finishing. The care with which these dies are designed and made tremendous importance attain- ing high speed drawing. The design the modern drawing machine radical departure from One the many rows wire enameling machines and vertical gas fired dryers. 16—The Iron Age, July 12, 1934 vv RAWING copper wire speeds 6000 ft. per min. and high- accomplished with accuracy the modern drawing machines the Belden Mfg. Co., Chicago. The process radical departure from the old-time bench and straight roll method. This article describes the process wire drawing one the most mod- ernly equipped plants the country. the old-time bench and straight roll methods. The modern step cone rolls with from dies, all compacted small space and enveloped light steel case permit constant and liberal lubrication. upright steel base holds the dies and the wire loops back and forth two-step cone roll series. The step cone rolls re- duce slippage, due the gradual lengthening the wire, mini- mum. Each time the wire passes through die its length increased, the linear travel the wire in- creased and either the size speed the next roll must increased take this extra length. order make one shaft and one motor for one set rolls, their size stepped instead their speed. The perfect machine would have slippage whatever. Theoretically the difference lineal speed between gages per cent, but practical machine somewhat less allowed for part compensate for variations die diameter and roll size. this plant there are countless batteries these wire-drawing machines which operate such great speeds that they are partially submerged lubri- cating solutions and these lubricants are constantly sprayed onto the ex- posed sections. operator with gas torch brazes one spool wire another, the machines use up, obviate the necessity re- threading the dies. Annealing accomplished insu- lated cylindrical steel furnaces, heat- with gas burners and filled with non-oxidizing atmosphere the form : this teries which that lubri- cants ex- ire up, re- insu- heat- vith Higher Speeds steam. These furnaces are each ft. high and ft. diameter and in- verted over tank water, the water level rising just above the low- Located this tank hydraulic furnace. Four gas burners fire into lift, with arm and circular plat- this furnace from opposite sides and form the same diameter the fur- close the bottom. The steam nace. The platform swung around forced the top. and raised hole the floor, just front the furnace, loaded with spools wire, submerged, swung around through half circle and raised that the wire inside the NEALEY American Gas Association Wire that not annealed dried insulated steel oven ft. long and ft. cross section, which provided with separate gas-fired heater. Spools wire steel racks handled lift trucks are charged into this dryer through series steel doors one side. The heater the drum type, with single gas / Row high speed multi-die, progressive wire drawing ma- chines with covers removed show dies, step cone rolls, etc. The Iron Age, July 12, 1934—17 4 eds acy nes go. ure jire od- the roll rolls acted stant right wire cone re- mini- asses ased, in- speed order have ically for Annealing furnace showing wire being loaded onto submerging platform. burner one end. The hot products combustion are forced out the other end, through flue into the dryer, and after through the dryer they are sucked back into the heater, where they are reheated for recirculation. There a cabler.’ One the wire stranding units. 18—The Age, July 12, 1934 automatic temperature control ac- tuating motor valve the gas sup- ply line. For wire tinned, there are long rows gas-fired tin pots with fixtures for holding spools and motor- driven reels for rewinding. this manner the wire from nine ten spools pulled automatically through the molten tin. the entering side the pot, however, acid bath through which the wire must first pass, while the other tank cold water for cooling the wire prior rewinding. These tin pots are about in. deep, in. wide and ft. long and each heated with number gas burners. The opera- speed. Wire enameling accomplished long rows automatic machines and the product this division the works probably one the best enameled wires the world. Each machine consists tank enamel and two sets pulleys, the bottom the tank and the other from ft. above, acccording the size the wire. The number pul- leys depends upon the number coats the wire receive and the num- ber wires machine. The wires running vertically between the pul- leys are enclosed steel case which forms baking oven and heated gas burners. Successive coats, depending the number passes, are thus put and baked on, and the enameled wire rewound spools continuously and automatically. Waste heat from the baking ovens exhausted through stack the top. The silk and cotton-covering divi- sion provided with long lines machines for performing this opera- tion automatically, continuously and high rate speed. Spools cotton silk, many there are thicknesses covering on, are (Concluded Page 80) to; ill dij Foundries Accept Welding and For New advantageously welded the design and fabrication the major portion present-day heavy machinery. This the opinion practically all those questioned the subject welding the foundry industry. For mass production smaller parts, authorities seem dif- fer, but all agree that welding tool the foundry industry now established and essential feature, and that the future will bring the welder and the foundryman closer together the solution many fabricating problems. steel and castings may The experience the Bucyrus-Erie Co., Milwaukee, furnishes excellent example welding combining cast- ings and rolled steel parts large work production. The accompanying illustrations show parts welded dipper used for stripping the over- burden from coal. The bucket shown one view has part its structure 11,000-lb. casting forming the digging lip, with structural mem- bers forming the bottom half. The casting nickel chrome molyb- denum steel. The dipper handles shown the other photograph weigh over tons, and also are built castings made from basic open-hearth steel and also from nickel chrome molybdenum steel. There are rack castings used the assembly the handles. 15-ton open-hearth furnace was used for melting the metal. The complete unit spans 60-ft. arc. Welding enthusiasts the early days saw use welded structural steel and rolled steel parts which would largely supplant castings for such heavy members machine tool beds, press and hammer frames, and parts heavy generator equipment, and, result this enthusiasm, HERBERT SIMONDS foundrymen were inclined regard welding competitive art, and has been only within recent years that its acceptance aid foundry work being fully realized. Horgan, the General Elec- tric Co., has pointed out that the first contact the foundryman had with his castings coming back? This throughout industry today. Many close students the foundry prob- lem feel that the pendulum has turned, and that are now em- barked ascendency period for castings. Certain that conditions among foundries are more hopeful pres- ent than they have been for many years. Most the kinks and prej- udices which entered the art casting along with the advance welding, forming, and die casting, have now been ironed out, and the foundry with better materials, better equipment, and far confidence, seems set take more prominent place the future fabri- cation metals than has occupied since the war. Instead fearing welding did first, the foundry now accepts tool and ready use for its own advantage and for the good the metal working industry. The accompanying article essen- tially symposium opinion result- ing from questionnaire submitted representative group foun- drymen, welders, and equipment manufacturers. order for castings was the presence patterns and core boxes the foundry door. His training had been find ways and means produce castings from patterns they ap- peared, for assumed that the engi- neer and the pattern maker were conversant with what was wanted. His job was produce better molds, finer grained metal, and sounder castings. Then along came the welding engi- neer and designed alternative for castings, and, doing, broke away from tradition which had long muz- zled inventive genius and design the foundry art. might ex- pected, the welding engineer swung the pendulum too far toward the exclusion castings, but his work indicated the alert foundryman the design fundamentals required, and has thereby helped him analyze his own fabricating methods. The result has been increase not only insight but confidence the part the foundryman, and has had the courage designers and point out the many advantages combining castings with rolled steel. fact, the progressive foundryman today invading territory which for many years has been enjoyed exclusively fabricators struc- tural steel. Other General Electric engineers interested foundry work have ex- pressed the opinion that the early, vague fears that welding would cause decrease the use cast steel products have now largely subsided. recent investigation shows that instead being regarded menace, welding processes are consid- ered logical complement the foundry art. During the past few years much electrical machinery; The Iron Age, July 12, 1934—19 r i- m 1e 1e a- re re which was redesigned for construction wholly with welded rolled material, again being redesigned use combination steel castings and rolled shapes. Quinn the Lebanon Steel Foundry, Lebanon, Pa., says: “If and when consumers steel castings come view the weld- ing castings they the welding fabricated parts, then think can expect find new impetus given the use castings, which does not exist this time.” Most the difference opinion about welding the foundry field comes the realm fabricating methods, and there general agree- ment that the use welding repair defects godsend the foundry- man. One authority, however, cau- tions against over-reliance welding for repairing defects. says there danger gradually slipping into lower quality cast- ings, the assumption that any defects, which might appear, could very easily repaired welding. this particular point Mr. Horgan states: “All welding defects our castings done with the approval our apparatus engineers. The study fabrication welding has greatly liberalized many engineering decisions toward castings that can salvaged welding. This study has also indicated foundrymen changes design which can incorporated their advantage increasing the uniformity and reliability their castings reduced cost.” Bull, consultant steel cast- ings, Chicago, some time ago stated: “The steel foundryman happens occupy interesting position re- spect the exploitation welded 20—The Iron Age, July 12, 1934 assemblages. not only able use fusion welding advantageously for eliminating slight defects, but knows the benefit which would come his repair welding could made equal, strength and fatigue resistance, the original casting. Steel foundrymen frequently supply cast steel parts which are joined wrought iron parts for fusion weld- ing, where such composite construc- tion produces the most economical complete unit. Thus the steel foun- closely with those who advocate welding.” Designing for Castings “Welding has not only helped ,make according Mr. Horgan, “but has caused appreciable reduction not only cost patterns and foundry equipment, but the weight and cost castings. The days the old school are over when the foundryman just said, with attitude finality, ‘We will make this side up,’ and the pattern maker proceeded make him pattern irrespective cost pat- tern casting. The threat com- petition welded structures alternative castings has helped make the foundryman better engi- Mr. Horgan, paper the sub- ject “The Engineer, the Welder, and the Foundryman,” has enlarged upon this thought, and his comments closely accord with the consensus opinion this investigation that his paper quoted some length follows: “The designer today, then, order reason logically whether sant with the material and labor costs both methods. “To make casting first must have pattern. Patterns may simple templates, sweeps, strikes, etc., requiring skilled molding knowledge and labor. And then they may block patterns mounted unmounted boards metal vibrator match plates suit the modern machines for jolting, squeezing, pattern drawing, etc. The amount money put into pattern directly proportional the expected production and quality desired. “The former practice molder spending five minutes drawing pat- tern and then using hour patching his mold rapidly being replaced date pattern making with the parting line built into the pattern itself take full advantage the machine equipment hand, reducing labor costs minimum. The substitution cores for draw- backs and sundry tell-tales are but simple examples the progress the cooperative efforts the pattern maker and foundrymen. “To make mold must ram, jolt, squeeze sling sand into the flask around the pattern; patch, butt- off, the mold where nec- essary; set cores, close the mold, cut gates, pouring basin, all which represents molding labor. this, course, must add labor sundry adjacent operations such making cores, cleaning, and snagging. The amount foundry labor each depends upon the complexity the pattern and core boxes, and the facili- ties for handling the flask, the sand, and withdrawing the pattern. | I conver- costs must nay es, may nounted match ines for rawing, into the lity molder pat- nour being making nto the vantage hand, draw- ire but ress pattern ram, ito the butt- nec- cut which this, sundry making The case the facili- sand, bucket the right and the handle the left are parts 60-ft. arc welded dipper used stripping the overburden “Gray iron the molten state ready pour into mold costs average per “To arrive the cost casting, then, should know the weight the iron, multiplying the cost per pound the spout, add thereto the individual labor prices the foundry operations, and then the nec- essary indirect expenses commonly called overhead. The author wishes stress this last item since has seen incorrect fabricating savings the journals the welding trade where overheads welding were ‘omitted the basis that castings were material only, whereas castings involve the three items material, labor, and overhead. “Molten steel the open-hearth the steel foundry com- parable with iron practice except that allowances must made for the added precautions for handling hotter metal, more headers feed the casting, and more work actually per- formed cutting risers, cleaning, and snagging. Extra expense also reflects the overhead incident larger amount dry sand molding. “Cost non-ferrous castings bronze brass depends upon the amount copper, zinc, lead, and tin used. “The use steel plates and struc- tural shapes has been greatly en- hanced the rapid improvements our facilities for welding, greater respect designing engineers for the welding art general, and desire take full advantage any ways and means reduce costs. “Boiler plate steel shapes cost about per “In cutting plate with oxygen and acetylene, hydrogen city gas, not only have the factor per cent scrap because the relation the various contours the rectan- gle the plate itself, but also the cost the gases which are prac- tically per cent the direct labor doing the cutting. “The direct labor prices involved getting shapes ready for welding, using the conventional rolling, bend- ing and flanging machinery, are well understood. “Precise data the cost the welding operation itself, while fairly well established individual facto- ries, are still state flux. The time permitted for watching the arc varies from per cent. Allow- ances for fatigue depend upon local conditions. “The amount heat which can applied depends upon the nature the structure keep distortion minimum. One pound per kw. hr. energy seems recognized the correct basis calculation for metal deposited the electric process. “To determine the cost fabri- cated structure, then, must start with the cost the plate, add per- centage for scrap, then direct labor costs forming, gas cutting and welding, plus indirect expense.” Welding Equipment the Foundry order coordinate welding operations with the general scheme casting production, the Bucyrus-Erie Co. divides its welding work into two units, one for fabricating smaller work, and one for larger work. The shop has five electric furnaces, with total capacity 500 tons month, and makes extensive use heat treating after welding, give maxi- product. The Lincoln Electric Co., Cleveland, which has given good deal atten- tion studying the appropriate equipment for small foundry, rec- ommends minimum equipment 300-amp. welder the shield arc type. The Lebanon Steel Foundry states that for small jobbing foundry with capacity not much over tons day, two welding units would usually advisable. These, the company feels, might small-sized metallic welding units. third machine with carbon arc valuable times for cutting out sections clean manner permit subsequent weld- ing. Mr. Bull feels that motor generator welding set, small oxy- acetylene set, perhaps both, would advisable for small steel foundry. that welding desirable, and almost universally used, for elim- inating small surface defects steel castings. group foundries was asked for some expression their experience with welding castings rolled steel. The Lebanon foundry the opin- ion that the jobbing foundry will have comparatively little work this character. gives the reasons for this follows: “Where castings The Iron Age, July 12, and rolled sections are put together, the weight the usually predominates. This throws the work into fabricating shop, and the only chance the foundry has compete with this furnish com- plete steel casting, such, com- pare with the fabricated assembly. regularly furnish steel castings welding shops who combine them welding their fabricating assem- blies. This has developed into quite nice specialty with us, and co- operate with the welding shops the end that they will use much our product justifiable.” Welding Simplifies Practice Some foundries use welding regu- larly simplify their molding and casting practice. That is, they divide large complicated pieces into several parts, cast these separately, and then weld them together make the com- plete product. Some difference opinion, however, expressed this process. One foundryman states: not believe there field for joining welding sections large complicated castings. When design- ing castings joined together, provision can made for bolting and stud flanges. must not overlooked that the purpose cast- ing many pieces sections not reduce the difficulty large one-piece work, which not always serious foundries which understand their business, but facilitate the assembling parts that inside these pieces, and provide for future disassembling. illustration this the familiar centrifugal pump cast- ing. could cast pump castings and cap integrally, desired, but how would you get the impellers and out?” Another company states: “Welding for joining sections and making com- pleted castings has been used number cases. However, this not general practice, and the opportu- nities for making savings this line are not recognized fully they might be.” Mr. Bull answers this question the affirmative. That is, feels that welding used considerable extent for joining sec- tions complicated castings. have analyzed this question rather carefully for the General Electric Co. the assumption that casting would cost and simple casting would cost 6c. per they follow through typical comparison. They state: “Any suitable number simple and cheap steel castings, properly joined Iron Age, July 12, 1934 are welding, will every way satisfactory the usual single casting steel. Indeed, shapes and features may incorporated welded structure which, single casting, might impossible. some cases the complication mak- ing the product with single casting, and the limitation the casting process, will result the single cast- ing having greater weight for the required strength than would the case with equivalent structure made two more simple cast- ings, each devoid expensive com- plications, and all welded together. designer should keep the cross- sections his castings homogen- eous possible, and must also avoid sudden variations from heavy light sections. These are but two the many limiting factors encoun- tered molding practice compli- cated work. “Assume that single complicated casting weighs 1000 and that costs 10c. per $100. equally strong and satisfactory structure may produced welding together sev- eral simple castings costing, say, 6c. per and weighing total only 800 lb. The total cost (before they are joined welding) this latter case $48. can assumed that the cost joining the component castings $16. Then the total cost will $100 for the single casting and $64, 8c. per for the multiple casting part.” this assembly, which the authors feel not all exaggerated, the total weight has been reduced per cent, and the total cost, per cent. this same investigation Mr. Namack and Mr. Hobart describe another phase follows: “In the matter large mild steel castings weighing many tons, the practice welding has now reached the stage where equally great strength may obtained welding together any number castings whatever size and shape correspond the lowest cost. very large castings that there the greatest probability blowholes, sponginess, and other defects, and that the cost and delay rejections are most se- rious. The loss and delay rejecting one two small castings out considerable number are far less than that rejecting single large cast- ing. Also, cases where will de- crease the cost, the small castings can machined less expensive tools, several the same time, and not welded together until all great part the machine work done. There thus the hazard rejection only relatively small part the event the development any de- fect, with decrease elimination delays.” Charles Jennings, the West- inghouse Research Laboratories, says that order obtain maximum effi- ciency the design and construction welded machinery, often de- sirable incorporate into the design both rolled and cast steel parts. Feeling that more research work the field welding castings was desirable, made series tests, with the following conclusions: Cast steel (of the composition used this investigation) can successfully arc welded cast steel hot rolled low car- bon steel means bare and fluxed electrodes. Welding cast surfaces not harmful and the results obtained are approximately equal those obtained from welds made machined surfaces. The average tensile properties obtained from welds made various combinations cast and hot rolled low carbon steel are follows: TYPE JOINT BARE ELECTRODES Fillet welds 64,300 Ib. per sq. in. Butt welds 63,000 Ib. per sq. in. FLUXED ELECTRODES 75,000 Ib. per. sq. in. 73,600 Ib. per sq. in. the general subject cost welding steel foundry, most authorities feel that mo