The work of the general smithy, as far as the locomotive is concerned, is very much cut and dried, but in a railway shop, the locomotive work is supplemented by highly interesting jobs for other departments, which from a craftsman's point of view, unfortunately cannot be described here. In Fig. 253 is shown the lever at the end of the reversing shaft, which is received from the forge as shown at A and B. The first operation in the smithy is to fuller it with a round bar, as at B, then set down each side with a plate, cut off the surplus metal, and trim up on the anvil. Reheat and block it in the swage C, remove the fins, then trim and square up generally with fuller and flatter. Afterwards draw down the middle to width, thickness and length; then, after the little end is to section, cut off with a C gouge and set to the radius shown in the finished forging D, on the beak of the anvil. A well-known form of spring link is shown in Fig. 254. Two are made from one billet, 14 inches by 4 inches square, by hammering into it the triangular fuller, having the ⅝- inch square groove as shown at A. Afterwards the ends are drawn down, and a set put in for convenience in stamping in the blocks as at B. They are then straightened, trimmed up, and round fullers set in as at E, to the required depth, and then drawn down by plates to the finished section. The pin joint end is then roughed out in clapper swages, and finished by stamping in a loose die, the fins removed, and finally it is cramped to the block, shown at D, resting upon the anvil, where it is generally trimmed and dressed up to template by fullers and flatters. The D link shown in Fig. 255 is another form of spring link. It is received from the forge as shown at A, the first operation in the smithy being to block it under the steam hammer in the swage B, with a round fuller on the top which prepares it for the finishing swage C, and it is then cut to length by the C gouge as at D.

Fig. 252.

Fig. 253.

In Fig. 256 is shown the punch and die for punching out of ⅞-inch plate one end of the safety-valve lever. G is a plan; H, the end elevation; K, a part section on A B of the plan G, showing « inch lead on the punch at the centre, and L is a section on C D E F. There is a 1/16-inch clearance in the die, and ⅛-inch taper per side on the punch; and taking the figures as a whole, they are clearly indicative of their manipulation. After the punching has been dressed up, leaving, say, ⅛ inch per aide for milling, it is scarfed at M and the long arm welded on. The group of tools shown in Fig. 257 are for producing the screw couplings. C and C1 are punched in a die, the form of which will readily present itself to the reader's mind. Two of these are required for each shackle, and they are coupled direct by means of a bolt to the hook. D and D1 show the punch and die for producing each end of the link H. It is made out of 3«-inch by ¾-inch mild steel bar, and after each end has been stamped the middle is drawn down and rounded to 1¬ inch diameter. The screw E is made out of 2⅜-inch round mild steel by first flattening under the hammer the short or shank end, then a round edged fuller is set in each side of the shank and each end drawn down; a few blows upon the flat of the shank and the whole finished in swages, one for the round section and another for the shank section. The nut G is formed as indicated, from round bur steel, say, about ¬ inches in diameter less than the finished product, because in this case the material will flow inwards to form the greatest diameter. Two pairs of swages are generally used, the first for roughing out, which is generally an old set worn by use, the second being the finished size. No machine work is required to be done to these nuts, excepting the drilling and tapping of the hole, because they are finished accurately, and with a good surface in the final die. The lever F, which is attached to the shank of the screw E, is shown as formed by swages out of 1« inch square mild steel by 9 inches long, which makes two; but this joint, it may be stated, is now made by the drop hammer.

Fig. 254.

Fig. 255.

Fig.236.

Fig. 257.

Fig. 257.

Two ends are formed simultaneously, divided and punched as indicated, the punch being shown separately beneath the die. Similar joints are a frequent job in a smithy, but of different dimensions and small quantity. In these cases the over-all dimensions are produced by fullers and flatters; then the bottom of the cleavage is formed by a hot punch, thus (A), and then cut out by a hot set, as indicated by the dotted lines. Afterwards a wedge is placed between for dressing and finishing up (B). See also valve spindle cross-head, Fig. 264, drop hammer. Fig. 258 may represent the ashpan and cylinder cock levers. Supposing the shaft is to be 1⅜ finch diameter when finished, it is made out of 1⅝ inch round, to save jumping up. The long arm at the end is first welded on by setting back the end of the shaft with backing hammers, and hollowing out the arm, Fig. C, which is usually termed dabbing on. If it is a shaft of much heavier dimensions, these ends are fixed on differently in various shops, one instance being to fuller a hollow in the end, weld m 2 on the arm, Fig. D, and remove all surplus metal by the hot set. Another method is to fuller a hollow at the end. Fig. E, then draw down under the hammer and bend the arm over. The two short arms are then welded on by fullering out the shaft and scarfing the arm, Fig. F. After all the welding has been finished, the long and short arms are set to the required angle, then it is finished in round clapper swages, one pair having provision made to allow the short arm to protrude. The smoke-box hinges, Fig. 259, are made from 3« by ¾ by 19« inches long, drawn down by the aid of a taper plate to 4 inches wide and ⅝ inch on the thick edge and 3/8 inch on the thin edge, then set to a radius of 1 foot 7 inches, to which the lugs are welded. These are prepared by stamping, and then welded to the prepared plate in the block C. It is a well-finished job; the only machine work required is the drilling of the holes. The front and end elevation A B clearly indicates the whole arrangement, and also the use of the two different lugs. Fig. 260 shows the method of producing the boiler handrail stud, and Fig. 261 the handrail pillar. Each end of the latter is formed in its own particular swage, and the intervening portion by a taper swage. The figures are clear, and do not call for any further comment.