To forge a turn buckle, such as in Fig. 2912, we bend two rings, such as in Fig. 2913, and weld into the open ends a piece as shown in Fig. 2914, on the opposite side a recess a, Fig. 2915, is cut out to receive a second piece, which being welded in the work appears as in Fig. 2916, and the end may be drawn taper. Two such pieces welded together obviously complete the job.

Fig. 2917 represents a yoke for the slide valve of a steam engine or a locomotive, which may be forged by either of the following methods:

Fig. 2918 represents a stem a welded into the bar b, which may be bent to the required rectangle and welded at the ends.

A second method is to jump the stem d and split it open as in the side view in Fig. 2919. The bar e is forged with a projecting piece to go in the split of d, and after the weld is made, bar e is drawn to size as shown, leaving the two projections x where the corners are to come, which is necessary in order to have sufficient stock to bring the corners up square. The ends of e are split open as in the end view at f, and a piece g is then welded to f.

In a third method the end of the stem is rounded for the weld, as shown in Fig. 2920. The ends of the bar j are then split open and piece k welded on.

It is to be observed with reference to the two last methods that in hammering to forge the weld the frame is closed, so that after welding the swaging to finish may be carried on until the frame is brought to square, and any superfluous metal may be cut away; whereas if the kind of weld is such as to stretch the sides, it may happen that to get a sound weld will stretch the side welded too long and throw the frame out of shape.

Suppose, for example, that a scarf weld were made on the side of the yoke opposite to the stem, and if, in welding, the scarf is hammered too much, it would draw it out too much and throw the whole frame out of shape, as in Fig. 2921, so that the welded side would require to be jumped to bring it back to the proper length again.

A fourth method is to take a piece of iron and punch a hole in it, and then split it open up to the hole, as in Fig. 2922, and by opening out the split form the stem and part of the frame out of the solid, forging the remainder of the frame by the plan described for either the second or third methods.

A fifth method is to make the weld of the stem as in Fig. 2923, then forge out the bar b, leaving projections x x to bring the corners y y up square, and after bending to shape and squaring up to weld in a piece c.

A sixth method is to form the band first as in Fig. 2924, form the stem as in Fig. 2925, and weld as in Fig. 2926.

Figs. 2927, 2928, and 2929 represent a method of forging a fifth wheel for a vehicle. A rectangular piece of Norway iron is fullered to form the recess at c in Fig. 2927. Holes are then punched at h and splits are made to the dotted lines shown in the figure. The ends are then opened out, forming a piece such as in Fig. 2928. The letter a represents the same face of the work in all the figures, being the edge in Fig. 2927, and the top face after the ends are opened out. The four arms may then be dressed to shape, the two lower ones being drawn out and threaded before being finally closed to shape. A piece may then be welded on one end, as at b, to complete the circle.

To forge a double eye, such as in Fig. 2930, we may take a piece of sufficient size and fuller at a a, Fig. 2931; a hole is then punched at b, and it is then split through to the dotted line in Fig. 2931, and opened out as in Fig. 2932, and then forged to shape.

Bending.—Fig. 2933 represents a tool for bending pieces of small diameter to a short curve, either when cold or heated. In bending hot iron it is advantageous to confine the heat as closely as possible to the part to be bent, as a more true bend may then be obtained.

As an example in bending, let it be required to bend a straight shaft into a crank shaft, and the following method (from “The Blacksmith and Wheelwright”) is pursued. The shaft is first bent as in Fig. 2934. The piece is next bent as in Fig. 2935, and finally as in Fig. 2936, the corners a a and b b corresponding in all the figures.

Blacksmith’s Bending Blocks.—In cases where a great number of pieces of the same size and shape are required to be bent during the forging process, a great deal of time may be saved and greater accuracy secured in the work by the employment of bending devices. Thus, in Fig. 2937 is shown at a a clip requiring to be bent to the shape at b. A pair of tongs is provided with a hole at c to receive the stem of the clip, and the jaw d is made of the necessary width to close the ends of the forging upon. It is obvious that the hole c being in the middle of the width of the tong jaw, the wings will be equidistant from the pin.

Figs. from 2938 to 2943 represent bending devices.

Figs. 2938, 2939, and 2940, represent a “former” for a stake pocket for freight cars. a is a cast-iron plate having a projection b, around which the stake pocket c is bent. d is fast upon a, and affords a pivoted joint for the bending levers e f. The work is placed in the former as shown in Fig. 2939, and levers e f are swung around to the position shown in Fig. 2938. To enable the work to be put in and taken out rapidly and yet keep it firmly against the end of b, a hand-piece g is used as in Fig. 2940, its form being more clearly shown in the enlarged Fig. 2941. Sufficient room is allowed between b and d to admit the work, and the end of the piece g, which is pressed in the direction denoted by the arrow in Fig. 2940, forcing the work against b. A number of the pieces are piled on the fire so as to heat them sufficiently fast to keep the former at work, and the bottom piece is the one taken out.

The corners of the work are by this process brought up square and the faces are kept out of wind. The surface a forms a level bed. These advantages will be readily appreciated by all smiths who have had comparatively thin work to bend to a right angle in the ordinary way.

Figs. 2942 and 2943 represent a similar former for the step irons of freight cars. In Fig. 2942 the piece is thrown in place ready to be bent, its ends being fair with the lines j k on the bending levers e f. In Fig. 2943 the levers are shown closed and the work c therefore bent to shape. The bed plates a are mounted on a suitable frame to raise them to a convenient height for the blacksmith.

Forging a Stable-fork.—In the manufactories where stable and hay forks are made, the whole process of forging is done under the trip hammer, and is conducted as follows:—

To forge a four-tined fork, such as in Fig. 2944, a blank piece of steel is employed, its dimensions being 5³⁄₄ inches long, 7³⁄₄ inches wide, and ¹⁄₂ inch thick. The first operation is to swage down one end, as at a in Fig. 2945. A split is then cut down as at b in Fig. 2946. The split is then opened out as in Fig. 2947, and is fullered and drawn out at c. Two more splits are then made at d d, and the ends are bent open as in Fig. 2948, when the four tines e e and f f are drawn out and shaped out. The stem, a, Fig. 2945, is then finished for the handle.

The following example of forging under the hammer is derived from The Engineer, of London, England. Fig. 2950 shows the piece to be forged. A block of iron, Fig. 2951, is drawn out as in the figure, the dimensions of a and b being considerably above the finished ones. A forked tool t, Fig. 2952, may be used to nick the two grooves shown in Fig. 2953, which marks the locations for the hub and forms a starting guide for the two fullering tools shown in Fig. 2954, one of which is held by the blacksmith and the other by the helper. After this fullering the forging will appear as in Fig. 2955. The ends e, f may then be drawn out, having the shape as in Fig. 2956. To shape the curve between the side of the hub and the body of the stem, grooves are formed as in Figs. 2957 and 2958, y and b being top and bottom half-round fullers, and these two grooves are subsequently made into one by means of larger half-round fullers, as in Fig. 2959. The object of making two small fullered grooves and then making them into one is to prevent the fullering from spreading the body of the stem by lessening the strain due to using a large fuller at once. The piece now appears as in Fig. 2960.

A top and bottom die and block are made to contain the work, as in Fig. 2961, a and b being the work ends. Through these dies are two holes for two punches which are driven through together as marked; the dies are held fair, one with the other, by four holes in the lower and four pins in the upper one, a section and top view of the dies being shown in Fig. 2962.

The piece is at this stage roughed out to shape all over, and may be finished between the pair of finishing dies shown in Fig. 2963, which also represents a plan and sectional view, a, b, c, d being the holes to receive guide pins in the upper die.

An excellent example of forgings in Siemens Martin steel is given in the following figures, being the rope sockets for the Brooklyn Bridge.

Fig. 2964 represents two views of the forgings, and it will be readily perceived that they are very difficult to make on account of the taper hole, which is shown in dotted lines. The first operation was to take a bar of steel 6¹⁄₂ inches square and punch a hole, as at a Fig. 2965.

Next the piece was fullered at b, c by the fuller a, Fig. 2966, and cut partly off as at d. The fullering at b was then extended by a spreading fuller, shaped as at b, and the end e was drawn out. Then the piece was cut off at d. Next the spreading fuller was applied to c, and the forging appeared as in Fig. 2967. The end f was then drawn out, and the appearance was as in Fig. 2968.

The next operation was to enlarge the hole a, Fig. 2965, by drawing taper mandrels through it, the mandrels being about 7 in. long, having ¹⁄₂-in. tapes on them, and being successively larger. With the last of these mandrels in the hole the hub was drawn out to length and diameter, leaving the forging roughly shaped, but having the form shown in Fig. 2969.

To finish the hole the forging was then placed in a block such as shown at g, in Fig. 2970, a finishing punch being shown at h in the figure.

The next operation was to let the steam hammer down upon the face of the punch and bring up the wings e f parallel, but not more than parallel, as then the mandrel could not be got out; the forging then appearing as in Fig. 2971.

The next process was to put in a bar mandrel such as shown in Fig. 2972 at i, the pieces j, k fitting on their sides to the mandrel and being curved outside to the circular and taper shape of the hole. The wings e f may then be closed on the mandrel to their proper width and the whole hub end being trimmed by hand, all the previous work having been done under the steam hammer. The hub being finished the key m may be taken out and the washer l taken off, when i can be pulled out, leaving j k to be taken out separately. A pair of tongs are then put through the finished hub end, while the wings are punched and trimmed under the steam hammer, and subsequently finished by hand.

The forging of wrought-iron wheels for locomotives is an excellent example. The spokes are first forged in two pieces, as 1 and 2 in Fig. 2973, and then welded to form the complete spoke. Piece 1 is first forged in dies under the steam hammer to the form shown in Fig. 2974, the dimensions being correct when the faces of the dies meet. The stud c d is then drawn out to the required length and dimensions.

The upper half of the spoke is first blocked out under dies to the shape shown in Fig. 2975, and the block b spread so as to form a section of the wheel rim, as shown in Fig. 2976, in which d is a die, l a movable piece wedged up by the wedges w w, and removable to enable the extraction of the forging, and f is an end view of the fuller, the use of which is necessary to cause the metal to spread sufficiently in the direction of the dotted lines. The corners of the rim are then cut off, as shown in Fig. 2973, and the rim is bent in a block having its top face of the necessary curve, as in Fig. 2977, a being the block, and b a piece movable, to allow the extraction of the work, and fastened in place by the key or keys c. The two pieces are then welded together, their lengths, &c., being gauged by a sheet-iron template, formed as in Fig. 2978. The welding is usually performed with sledge-hammers, but as soon as the pieces will hold well together, the drawing down is done under a steam hammer.

The spokes thus forged are then put together, as in Fig. 2979, b representing a wrought-iron band, encircling the rim of the wheel and closed upon the same by the bolt and nut at n.

Two washers are then forged, to be placed and welded in as at w w, in Fig. 2980.

The welding together of the spokes and of the washers to the spokes proceeds simultaneously. The washers are heated to come to a welding heat at the same time as the wheel hub is at a welding heat, and the two are welded together under a steam hammer. During the heating of the wheel hub, however, the band b, Fig. 2979, is tightened up with the screw to bring the spokes into closer contact when heated to the welding point.

The seams between the spokes at the circumference of the hub are welded with bars as shown in Fig. 2981, in which r r are two bars of iron which are operated by hand as rams. The wedge shape of the washers on their inside faces performs important duty in spreading the metal as well as simply compressing it, giving a much more sound weld than a flat washer or plain dish would.

The rim of the wheel is welded up as follows:

In Fig. 2982 are shown four spokes of the rim as they appear after the hub is welded. Into the V spaces, as a, b, c, d; wedges of metal, of the form shown at e, are welded, after which the surplus metal of e is cut away, and the rim is solid as at f. In this process, however, it is necessary to weld all the pieces on one side of the wheel, as at a b, &c., except one, which must be left unwelded until all the pieces save one on the other side are welded, and the wheel must be allowed to become quite cool before these last two pieces are welded. Otherwise the strain induced by the contraction of the wheel rim while cooling will often cause the rim to break with a report as loud as that of a rifle. In those cases in which this breakage does not occur the wheel will be very apt to break at some part of the rim, when subjected to heavy shocks or jars.

The Figs. 2983 to 2999 (which are taken from Mechanics), illustrate the method employed to forge the rudder frame of the steamship Pilgrim.

A side elevation of the rudder frame is shown in Fig. 2983.

The forging is made in eight separate pieces, which are so united as to make three pieces. These three pieces are finally joined by five welds. The whole length being 29 feet 11³⁄₄ inches, and the weight 6,500 pounds.

The work is commenced by piling and welding on the porter-bar at the point in the shaft marked a. The stubs b and c having been previously prepared, the pile on the porter-bar is heated and welded up and drawn, shown in Fig. 2984, and scarfed as shown in Fig. 2985; the piece, shown in Fig. 2986, is then laid in the scarf and welded; then the part from b to a is finished to size, the finished forging of the post being shown in Fig. 2984. The surplus stock to the right of b, Fig. 2984, is worked down into the post e, and the distance from b to f is thus made correct without loss of stock or time. The curve at d, Fig. 2983, was worked down somewhere near, and then another pile and weld carries the job to g. Here the same operations as at first are repeated, and the arm c is welded in. There is left a good lump of stock in front of c, and by another pile and weld enough is added to make the job to i, as shown in Fig. 2987. Holes are then punched at j and l, and the piece of stock m cut entirely out. A cut is made to l with a hack opening out the piece n from the shaft. A taper punch, with a 3-inch point and a 4-inch head, is then driven at l; to throw the piece n out into the position shown at n¹, Fig. 2983; n¹ is then finished, and the post from l to j brought to forging size; then, by the ordinary process of piling, welding and drawing, the shaft is finished from i to o. Next the porter-bar is cut off, so as to leave stock enough to make the lower part of the shaft, as shown in Fig. 2988. A hole was punched at q, and the stubs drawn out, as shown in Fig. 2989, which gives the post complete.

The pieces s and t, and the tiller v, having been forged, as shown in Fig. 2991, the upper member of the frame is started on the porter-bar at w, Fig. 2983, and filed, welded and drawn to make the job as far as x¹. Wooden templates, such as in Fig. 2992, are provided for the pieces of the frame, the first extending from w to x¹ and x, and the second including the part from x¹ to x² and x³. After w, x¹ has been drawn out with lumps left where the tiller and the arm s are to be joined, the scarf is made for the tiller and that is welded in, and the job finished to piece s. The scarf for s is then made, and s welded in. This makes the upper member of the frame. The lower member is made in the same way, starting at x³. These two members are shown complete in Fig. 2993. The post, Fig. 2989, was sent to the machine shop, and was turned, planed, bored, and slotted, as shown in Fig. 2990. The frame was now ready to be pieced up, by welds at w, x, x¹, x², and x³, Fig. 2983.