Examples: - Hoists, cranes,elevators, transfer tables, locomotives, cars, conveyors, cable-ways, etc., etc.

In the two preceding classes that have been noted, cast iron in the form of foundry castings enters as the principal material. Steel is utilized for shafts, studs, pins, and keys. Also special forgings, malleable iron and steel castings enter as factors in the production of the machinery discussed. Foundry castings, however, compose the great body of the material used, and the chief problems involved are those of the expert moulding of cast iron, and the handling and finishing of the same. For the operating parts, steel of fine grade is used in highly finished form, expensive because of its fineness, and yet a necessity to the extent it is used. Brass and bronze are used in the same way, generally in connection with the bearings for the shafts.



40 x 60 inches and 25 x 30 inches.

Willion Todl Co.

Structural machinery, on the contrary, uses steel as the basis of its construction. The fundamental structure is built up of plates, channels, beams, and angles; castings, though numerous, are relatively small, being riveted or bolted to the main structure and controlled in their design by its requirements.

Steel is used in this manner partly because the exclusive use of castings is prohibited on account of the excessive weight, and therefore expense, and partly because castings could not be made which would possess the necessary toughness and strength. In many cases the size of the machinery is such that castings, even if they could be made, would not support their own weight. Moreover, machinery of this class is subjected to rough service, and yet must be practically infallible under all conditions, neither being uncertain in operation at critical moments nor entirely failing under an extraordinary load.

The design of structural machinery is tied up to conditions existing largely outside of the locality in which the ma-. chiery is built. The steel plates and structural shapes required, being products of the rolling mill, have to conform to the latter's standards. The rivets, bolts and other fastenings have to be in accordance with the established- practice of the structural iron worker, in order to permit punching, shearing and bending machinery of regular form to be utilized. Shipment on standard railway cars has to be considered, the design often requiring to be modified to permit this and nevertheless insure positive and accurate assembling in the Held.

Steel castings, both large and small, find ready application in this class of work; also steel forgings, requiring to be worked under a heavy hammer and in many cases by specially devised processes.

In structural design less of the actual process of manufacture is under the eye of the designer than in the former classes of machinery which have been considered, and hence more allowance has to be made for things not coming exactly right to the fraction of an inch. It would be bad design to plan any structural piece of work with the same closeness of detail permitted, and in fact required, in the case of machine tools, or even in the case of motive-power machinery. In planning structural work the idea must be carried out, of certainty of operation in spite of roughness of detail and variations of construction. This does not necessarily imply inaccuracy, or shiftless, loosely constructed machinery; on the contrary, quite the reverse. The locomotive, for example, is one of the most refined pieces of mechanism that exists today; and yet the methods applied to the construction of machine tools would prove a failure on the locomotive. The design of a car axle box has to be just right else it will heat and destroy itself; the same is true of the spindle of a fine engine lathe; and yet how rough the former is compared with the latter, and how unsuited either would be for use on the service of the other.

As a general rule structural machinery can be more closely proportioned to theoretically calculated size than can the preceding types. The rolled material of which it is made is of a uniform and homogeneous nature owing to its process of manufacture, hence its every fibre may be counted on to sustain its share of the total load imposed upon it. This is in sharp contrast to the case of cast iron, which is of such a porous and irregular structure that we have to use a large factor of safety to cover this inherent defect.

Steel castings of both small and large size (which are quite apt to be utilized in this class of machinery for parts that can with difficulty be made out of rolled material), if properly designed of uniform thickness, with all corners well filleted and with the channels for the flow of the molten metal direct and ample, are nearly as reliable as rolled steel. In parts subject to excessive vibration, shocks, and sudden wrenchings, as, for example, the side frames or the connecting rod of a locomotive, the forged and hammered material is practically a necessity. This is especially the case when the possible breakage of the part would cause serious consequences involving heavy loss of life and property.

From the several points of view as above considered, it can be readily appreciated that, while structural work is in one sense rough and unpolished, yet it requires, from an engineering standpoint, quite as much breadth of experience and judgment as any of the other types. The fine-tool designer, least of all, perhaps, requires book theory, but does require an extended machine-shop experience. The designer of motive-power machinery needs pure physical theory and shop experience of a large and broad scope. The structural designer is least of all concerned with refined and minute finishing processes, but utilizes his theory absolutely, even though roughly.