Using the advantages of open die forging combined with the near-net shape capability of closed die forging, the forging process can be tailored to optimize time and cost savings. Metalworking and Infrastructure In The U.S. In 2015, North American forging manufacturers supplied $6.2 million in open die and rolled ring forgings for bridges and other Department of Transportation work.1  According to the American Society of Civil Engineers, US bridges are in poor condition, receiving a “C+” grade.2 As a result, the Federal Highway Administration estimates that nearly 25% of the nation’s bridges require repair and replacement as existing structures near the end of their life spans and struggle to handle increasing traffic. Bridges are considered structurally deficient if significant load-carrying elements are found to be in poor or worse condition due to deterioration and/or damage. A “deficient” bridge, when left open to traffic, typically requires significant maintenance and repair to remain in service and eventual rehabilitation or replacement to address deficiencies. The high percentage of deficient bridges and the large existing backlog are, in part, due to the age of the network. One-half of all bridges in the Unites States were built before 1964, while the average age of the nation’s 607,380 bridges is currently 42 years. When bridge owners must select a process and supplier for the production of a critical metal component, they face an enormous array of possible alternatives. Many metalworking processes are available, each offering a unique set of capabilities, costs and advantages. The forging process is ideally suited to many part applications. In fact, forging is often the optimum process, in terms of both part quality and cost, especially for applications that require maximum part strength, custom sizes or critical performance specifications. So why, in the peak of bridge construction (c. 1960), did so many engineers choose castings over forgings? Unfortunately, most Federal bridge safety standards were not created until the late 1960s, in response to the Ohio River bridge collapse. The failure was caused by corrosion and decay of the bridge which weakened it to the point of collapse, killing 46 people. After analysis it was discovered that during the casting process, a microscopic crack formed in a steel eye-bar used in the bridge’s construction, over time stress and corrosion fatigue caused the crack to grow until the component failed. Today, it is well known that castings lack the continuous grain flow, refined grain structure, and directional strength necessary for critical, load bearing operations. The lack of properly oriented grain flow as well as grain refinement can lead to potential part integrity problems causing failures in the field. In the ‘60s, there were hundreds of casting foundries in the U.S. who could supply the complex or large metal components required for bridgework. Castings were cheap and plentiful when compared to steel forgings at that time. As demand for steel castings outpaced supply however, companies began to look outside of the US and Canada for solutions, which ultimately impacted the supply chain in two ways: It gave birth to an off-shore option for steel castings which reached its height and inflict significant damage on the domestic industry in the decades to follow. OEMs were not content back then to wait for the off shore option to fully develop, casting users moved aggressively to invest in a substitute process – steel fabrication. In fact, the presence of fab shops within virtually every manufacturing plant – which we take for granted today – did not exist before the late 1970s and is the direct result of the aforementioned.   At present, the North American steel foundry industry is a shadow of its former self. In 2015, fewer than 200 steel casting plants remain, down from a 1970s high of more than five times that many. Today’s more demanding material users are increasingly obliged by everyday economic and competitive realities to seek a better supply-chain solution and stronger, sounder and technically superior product. However, when it comes to making decisions about the bridge construction and repair, the question still asked is …“casting, fabrication or forging?” The reality that the forging process has come a long way since the 1960s is slowly being recognized. Engineers and metallurgists have increased their education around metal working processes and begun to evaluate the long term benefits of forgings compared to castings or fabrications. Additionally, technological advances have made forgings every bit as competitively priced as alternate methods while providing the means to address the structurally deficient or functionally obsolete challenges faced within the US Infrastructure industry. What is Forging? There are several forging processes available, including impression die (also known as closed die), cold forging, and extrusion. However, here we will discuss in detail the methods, application and comparative benefits of the open die forging processes. We invite you to consider this information when selecting the optimum process for your critical applications. At its most basic level, forging is the process of forming and shaping metals through the use of hammering, pressing or rolling. The process begins with starting stock, usually a cast ingot (or a "cogged" billet which has already been forged from a cast ingot), which is heated to its plastic deformation temperature, then upset or "kneaded" between dies to the desired shape and size. During this hot forging process, the cast, coarse grain structure is broken up and replaced by finer grains. Shrinkage and gas porosity inherent in the cast metal are consolidated through the reduction of the ingot, achieving sound centers and structural integrity. Mechanical properties are therefore improved through reduction of cast structure, voids and segregation. While impression or closed die forging confines the metal in dies, open die forging is distinguished by the fact that the metal is never completely confined or restrained in the dies. Most open die forgings are produced on flat dies. However, round swaging dies, V-dies, mandrels, pins and loose tools are also used depending on the desired part configuration and its size. Open Die Compared To Castings and Fabrications Forging delivers significant economic, manufacturing, and quality advantages when compared to alternative metalworking processes such as directional strength, structural strength, and impact strength. Read more about part integrity and grain flow comparison by visiting our Forging 101: Forging Advantages page. Forging also provides means for aligning the grain flow to best obtain desired directional strengths. It is well known that bridges are prone to cracking and fatigue problems. Therefore, it is helpful to understand how proper orientation of grain flow can ensure maximum fatigue resistance. In open die forging, the metal (once subjected to the compressive stress) will flow in any unconstrained direction. The expanding metal will stretch the existing grains and, if the temperature is within the forging temperature region, will recrystallize and form new strain-free grains. This results in even better resistance to fatigue and stress corrosion than a forging that does not contour the component. This predictable structural integrity inherent to the forging process reduces part inspection requirements, simplifies heat treating and machining, and ensures optimum part performance under field-load conditions. The high-strength properties of the forging process can be used to reduce sectional thickness and overall weight without compromising final part integrity. Additionally, forging can measurably reduce material costs since it requires less starting stock to produce many part shapes. Less machining is therefore needed to finish the part, with the added benefits of shorter lead time and reduced wear and tear on equipment. Virtually all open die forgings are custom-made one at a time, providing the option to purchase one, a dozen or hundreds of parts as needed. In addition, the high costs and long lead times associated with casting molds or closed die tooling and setups are eliminated. Furthermore, by providing weld-free parts produced with cleaner, forging-quality material and yielding improved structural integrity, forging can virtually eliminate rejections (as opposed to fabrications). Using the forging process, the same part can be produced from many different sizes of starting ingots or billets, allowing for a wider variety of inventoried grades. This flexibility means that forged parts of virtually any grade or geometry can be manufactured relatively quickly and economically. Advances in Open Die Forging Forging suppliers have long used tooling to achieve near net or finish size and shape. Each forging process utilizes forge tooling in different ways to best reduce input material and machining process time. For example, tooling is the cornerstone for impression (aka closed die) forgings. This application is ideal for higher volume repeatable products. The tolerances achieved offer reduced machining needed to obtain finished shapes or sizes. However, over recent years, tooling has allowed the open-die process to become cost competitive when compared to other metalworking alternatives. Although the open die forging process is often associated with larger, simpler-shaped parts such as bars, blanks, rings, hollows or spindles, it can be considered the ultimate option in "custom-designed" metal components. High-strength, long-life parts optimized in terms of both mechanical properties and structural integrity are today produced in sizes that range from a few pounds to hundreds of tons in weight. Many open die manufacturers stock a wide variety of loose tools that can be used to achieve various shapes closer to finish than would be achievable through a pure open die process. Advanced forge shops now offer shapes that were never before thought capable of being produced by the open die forging process. This offering is ideal for prototypes or low volume production where the die block cost for impression die does not provide economic justification. The immediate availability of this tooling can also allow for a shortened production lead time offering flexible order quantities and reduced lead time in situations where needed.

Working in the marine and offshore industries or supplying products for marine applications often requires ABS certification. Learn more about the ABS requirement flow down through the supply chain of a component and how to minimize you risks and costs. Working in the marine and offshore industries or supplying products for marine applications often requires ABS certification. Understanding where in the manufacturing or construction process the certification is required and working with your suppliers can help you minimize costs and production delays while ensuring that your products obtain the certifications needed. WHAT IS ABS? The American Bureau of Shipping (ABS) was chartered in 1862 to certify ship captains. Since then, it has been involved in developing and setting safety and quality standards for ships and offshore structures. ABS standards are recognized globally and are used to ensure that the materials, parts and components, and construction of vessels and marine equipment meet established safety standards. ABS works with the marine industry worldwide as they develop new technologies for constructing marine vessels and offshore structures, revising and updating its certifications to meet the changing industry needs. The Rules and Grades established by ABS for certification are written to provide standards for the design, construction, and periodic survey of marine vessels and offshore structures to promote their safe design and assembly. Materials, parts, and components used in the manufacture of marine vessels and structures must meet the set standards for the vessel or structure in which they will be used. Certifications are specified by the Rules, such as Steel Vessel Rules part 2-3-7/1, or MODU (mobile offshore drilling unit) Rules, or the material grade, such as Grade 2, or Grade 4C. The end use of the component determines the inspections and certifications required, as well as any requirements for inspections during manufacturing: Certain components used in the construction of the vessel or structure must be certified Some of those components must be certified (inspected) as they are being constructed or fabricated to verify that the construction meets ABS standards Some materials must be certified during manufacturing; this will minimize the need for additional certification during construction or fabrication Information about ABS certifications can be found at www.eagle.org . MINIMIZING RISKS AND COSTS ABS certification costs time and money. Certification inspectors are on-site at your facility during manufacturing, construction, or fabrication to verify that your processes meet the standards - and you pay for the time they are on-site. So, it’s important that you understand the Rule requirements for your product to identify the stages in your supply chain where inspection and certification should occur. By doing so, you’ll save your company time and money, and minimize the risk of your products not being certified. Some simple steps can provide you with cost and time savings. Know what the requirements are for your product. Answering a few questions will help: Which ABS Rules or ABS Grade applies to your product? What is the application that your component will be used for? For example, are you manufacturing a component for a jacking system (or the complete system), torque transmitting parts, or a structural component? The application helps determine the section of the Rules or Type Approval Tier that is appropriate for your part. What is the end use of the part? The end use of the part is also used to determine which ABS Rule, Grade or Type Approval Tier is required. For example, if your part is a component in a tailshaft, the process required may be different than if it is being used in rudder stock. Do you have an ABS-approved drawing or Design Approval Document? These drawings or documents show that ABS has approved the design as well as provide an approval number for reference. Partner with your suppliers. It is critical to flow-down your ABS requirements to your suppliers...and your entire supply chain. This is the most important aspect to ensure your component will be accurately certified . It may be required for your suppliers to have inspection performed during the manufacturing process. Clear requirements throughout the supply chain ensure that your component is manufactured under the certification requirements without delays or added costs. Often, by the time the purchase order is submitted to raw material vendors, the ABS Rule requirements are missing. This is caused because the requirements were not flown-down the supply chain. An ideal PO includes information on the all the ABS Rules and Grades or the Design Approval Document from ABS. Your supplier should work with you to ensure that the inspections and certifications are handled at the most effective point in the manufacturing process, eliminating time-consuming errors and reducing inspection costs. It is helpful to have a supplier that is approved by ABS. Using certified suppliers can further minimize the cost and lead-time of inspections (ex: if you need a forging where final heat treatment will take place at another level within the supply chain, and the forging facility is an ABS- Approved supplier, then inspection may not be required at the forge level). With some planning, answering a few questions, and partnering with your suppliers, you can improve the efficiency of your production and reduce the costs of certifying your products for use in the marine industry. THE SCOT FORGE ADVANTAGE At Scot Forge, we are uniquely qualified to provide you with ABS-certified products and materials. We are one of the few U.S. companies that have been audited by the American Bureau of Shipping and APPROVED as a worldwide ABS forging supplier. Our technically trained sales staff has extensive experience manufacturing ABS-certified products and will partner with you to ensure that your part has all the requirements to ensure certification while minimizing time and costs. We are a custom manufacturer of open die forgings and seamless rolled rings, with the capability to forge parts up to 100,000 lbs. and roll rings up to 252” in diameter. From gear box repair to broken rudder stock, contact us at today see how we can help you with your marine part and get you out of dry dock and back in commission. Click here to download the Working with ABS Certifications PDF. Joe's Story: Forging a quicker solution to expedite ship repairs and avoid costly dry dock time

IndustryWeek got wind of Scot Forge's partnerships with these large universities while looking for manufacturing employers who have successfully recruited millennials and reached out to Scot Forge. In recent years, Scot Forge has partnered with the Northern Illinois University (NIU) MBA program and the NIU undergraduate Business College’s Experiential Learning Center. We have worked with these student teams to discover solutions for current issues and to gain recommendations for moving forward. Scot Forge submits a problem statement, NIU interviews and selects the cross-functional team of students, and we communicate weekly throughout the semester until a plan is formulated. These projects are mutually beneficial... the students receive course credit while simultaneously gaining valuable real-world work experience, and Scot Forge gains actionable insights from some of the most precocious young minds in the nation. The students are also exposed to how a manufacturing facility operates, the various roles that are needed to run a successful company, and possible career opportunities in manufacturing. The career possibilities span from machinists and engineers, to accountants and metallurgists. In the past year, we have hired summer interns directly from these programs, some of whom are still employed today. Additionally, Scot Forge has partnered with the Kellogg School of Business - Executive MBA program, to discuss Marketing Branding and Marketing Strategy for Scot Forge. This partnership has tapped into the best and brightest throughout the country to help us innovate and grow. The students gain perspective into a 123 year-old American manufacturing operation and how we have continuously improved and modernized our technology to stay ahead in the market place and in front of competition. IndustryWeek got wind of these projects while looking for manufacturing employers who have successfully recruited millennials and reached out to Scot Forge. Read the Full Article

Massive, forged shock-absorbing dampers lend earthquake protection to Latin America's tallest tower. Scot Forge produced the parts to make it happen. Massive, forged shock-absorbing dampers lend earthquake protection to Latin America's tallest tower. Until recently, soaring skyscrapers and earthquake zones were considered mutually exclusive, but the use of revolutionary shock-absorbing dampers are now safely raising skylines in cities that are situated in fault zones. The new forged damper technology was employed to incorporate 17 additional stories into Mexico City's Torre Mayor Building while keeping the same load per square foot that it would have had with 38 stories, the former local building code limit for seismic protection. As a result, the 55-story Torre Mayor, meaning "Big Tower," is the tallest building in Latin America. A High Profile Project The Torre Mayor is a world class corporate complex and a premier Mexico City landmark, standing 738 feet tall. It is the ambitious development project of Paul Reichmann of Canada, with Canadian architects Ziedler Roberts Partnership providing an exquisite design that blends the light, airy feel of glass with a state-of-the-art tubular steel framework. It has 800,000 square feet of office space, as well as 32,000 square feet of commercial space housed within a two-level retail concourse that surrounds the lobby. Due to the tower's innovative dampers, provided by Taylor Devices (Buffalo, NY) with forged components supplied by Scot Forge (Spring Grove, IL), the tower represents an exception to the 38-story building code restriction that protects Southwestern Mexico's buildings from the area's volatile seismic activity. An earthquake measuring 8.1 on the Richter scale struck Mexico City in September 1985, and further quake activity occurred in 1999 due to the city's situation on top of the Cocos Plate, a highly active subduction thrust fault. "The 38-story code restriction was calculated to limit the amount of load per square inch that can be located safely upon this fault zone and its soft, sand-based soil," says Taylor Devices' president, Doug Taylor. "So, Torre Mayor project engineers approached us with the question: can the building be taller than 38 stories if we use dampers to lighten the load per square inch? A programming analysis showed the answer was yes. Consequently, with the Torre Mayor's seismic loads dramatically reduced by the dampers, the tower meets the load-per-square-inch restriction even with 17 extra stories." In fact, the dampers from Taylor Devices, who develops products for seismic protection in partnership with the headquarters for U.S. seismic research at the State University of New York at Buffalo, ensured structural reliability for the tower in earthquakes measuring up to 8.5. The Dampers that are Making the Difference To understand damper technology, "think of the shock absorbers in your car," says Taylor. "A damper is a very large shock absorber with a cylinder-and-piston design, in which the piston forces oil through orifices to exert force. Now, here's the main difference between the shocks in your car and a damper in a building: a car's shock absorber exerts 400 pounds of force, while each damper in the Torre Mayor building exerts well over a million pounds of force." He notes that the Torre Mayor damper design evolved from a product formerly used in military applications to protect missile launch sites against nuclear attacks. In architectural applications, the dampers can be built into the steel bracing. The Torre Mayor design incorporates 24 dampers within the bracing on each of the building's two long walls, mounted with hidden bolts. It is the first tall building to use mega brace damping elements, where a single damper spans multiple floors. The dampers are plainly visible through the windows. The 24 large dampers are 6' long x 24" O.D., with a 16" bore, and are rated at 1,260,000 lbs. damping force each, while 74 smaller dampers used in the short walls of the structure are rated at 600,000 lbs. High Strength Construction The dampers for the Torre Mayor were constructed using the open die forging process. Open die forging is ideally suited for damper production because of the large dimensional requirements of the cylinders, as well as the ability to forge the inside diameter around a pin, rather than drilling it out. By forging a hollow rather than drilling out a solid cylinder, considerable material savings were realized. Scot Forge placed a hot ring preform over a mandrel pin, then elongated the workpiece to form the cylinder. Forged end caps were later threaded onto the end of each cylinder to close the bore. The forging process also provides superior strength due to continuous directional grain flow-i.e., steel grains are deliberately oriented in a direction that improves mechanical properties and metallurgical soundness. Forging provides unmatched structural strength and integrity, because internal voids and porosity are eliminated as cylinder walls are consolidated during the forging process. The pistons also benefit from the extra strength and integrity provided by forging. Taylor sought a reliable forging supplier for the Torre Mayor project, stressing that "it's important to choose an experienced forging company with the right equipment, and one that takes responsibility for their work." Taylor turned to Scot Forge after a previous forging supplier's product cracked, due to a failure to ensure uniform cooling. "Scot Forge has the know-how and the machinery to produce high performance forgings efficiently," Taylor says. Scot Forge produced a total of 504 components to make up the 96 dampers. These components included rough machined cylinders, cylinder caps, cap nuts, mounting flanges, and piston heads. All were forged from 4140 normalized, quenched and tempered steel. The pistons were produced using Scot Forge's unique Tartan BarÒ process. In the process, the round bars that would become pistons were initially forged to produce sound centers for internal structural integrity. Each bar was then rolled to a smooth surface in under five minutes, in the company's state-of-the-art bar planishing mill. The process allowed the bars to be produced efficiently, while providing the improved soundness, integrity, and high strength that is required of the pistons when in service and under high stress. Recent Quake On January 21, 2003, the coastal region of the State of Colima, Mexico experienced a 7.6 magnitude earthquake. When the quake reached Mexico City it was amplified by the soft soils in the area. This resulted in a relatively strong response with some 30 seconds of shaking. At the time of the quake, thirty-one floors of the recently opened Torre Mayor were occupied, the balance still undergoing final interior finishing. An occupant reported that he saw hanging light fixtures beginning to sway and heard a slight noise, then turned toward the noise and saw that the large damper outside his office was stroking. This, of course, signified that an earthquake was occurring. Occupants also reported that from inside the building the quake felt far less severe. This may well be due to the extensive use of fluid dampers as a primary element of the building's seismic protection and earthquake resistance capability. A Government required post-earthquake inspection was performed with no damage of any kind noted. The Torre Mayor has received several American Construction Industry awards and was one of the four finalists for the U.S. Civil Engineer Research Foundation's 2003 Charles J. Pankow Award for Innovation. Conclusion Forged dampers are poised to improve the future of building in earthquake zones. In addition to their incorporation into the Torre Mayor Building, they are appearing in other high profile earthquake-zone projects including the San Francisco Bay Bridge. And forged dampers helped keep the new Seattle Mariners stadium intact during the 6.7-magnitude quake that hit in February 2001- more proof that the art of earthquake protection has reached a new level.

An 8-ton forged master cylinder, with a forged piston and end caps, helped relocate the historic Cape Hatteras Lighthouse. The cylinder was used in the largest U.S.-built jack to save the 208-foot beacon — the world's tallest brick lighthouse — from an eroding shore. Three unique forgings were instrumental in granting North Carolina's storied Cape Hatteras Lighthouse a reprieve from the encroaching Atlantic Ocean. The components are part of a colossal jacking system used in a $12 million relocation project that lifted the lighthouse from its original foundation on the Outer Banks, moved it over a half mile and lowered it onto its new location. The lighthouse was built in 1870 on Hatteras Island, near Buxton, to warn mariners of menacing Diamond Shoals. Its site was 1600 ft. from the open ocean, a distance that the builders believed would make the lighthouse invulnerable. In the ensuing 129 years, however, beach erosion has advanced the sea almost to the base of the light. The National Park Service, which oversees the Cape Hatteras National Seashore, had two alternatives: Move the structure to safety or let it succumb to the advancing surf. In an era when large-vessel navigators rely on global positioning satellites, the Cape Hatteras Lighthouse represents maritime history worth preserving. And for craft not equipped with GPS, it is still a potential lifesaver. At 208 ft., the Cape Hatteras Lighthouse is the tallest brick structure of its kind in the United States, a fragile 4800-ton masonry spire with aging mortar joints. Moving the lighthouse required lifting and rolling while maintaining it absolutely plumb. Tilting could at the least result in massive cracking. At worst, the lighthouse could be reduced to a pile of historic rubble. Jahns Structure Jacking Systems (JSJS) has confronted similar problems before. The Elburn, Illinois company manufactures specialized equipment for lifting and moving structures, and has previous experience in lighthouse relocation: Rhode Island's much lower Block Island light in 1993.

CTI Molecular Imaging (Knoxville, TN), in a joint effort with Scot Forge recently converting a cast component to a forging in the production of steel rings and hubs for its Eclipse Cyclotrons. The growing diversity of medical diagnostic systems and related equipment has led to an increasing demand for forged parts in the medical industry, such as large rings and hubs for MRI scanners, PET scanners, cyclotrons, and other equipment. Application requirements call for these parts to be of the highest quality, while budgets continue to call for cost-efficient production. CTI Molecular Imaging (Knoxville, TN), in a joint effort with Scot Forge recently met both of these requirements by converting a cast component to a forging in the production of steel rings and hubs for its Eclipse Cyclotrons. CTI is the leading provider of positron emission tomography (PET) scanners and cyclotrons. Established in 1983, the company has won numerous awards for its advances in molecular imaging. CTI provides total solutions for the PET industry with its integrated line of scanners, cyclotrons, molecular probes, detector materials, and support services-all aimed at helping physicians diagnose diseases earlier and more accurately than with traditional imaging technologies. A cyclotron is essentially a particle accelerator for the production of F-18, the radioactive biomarker that is injected into patients undergoing PET scans for early cancer detection. A main component of a cyclotron is a steel ring, providing a circular arena wherein proton particles are accelerated at high speed to generate an 11 meV proton beam essential for the production of F-18. Each 57" OD x 47" ID, 12" thick ring is plated with nickel and copper to convey RF energy as well as to optimize the high vacuum environment needed for proper system operation. Two steel hubs, 57" OD, 17" long, also help provide a vacuum sealed environment. The rings and hubs comprise the flux path for the electromagnet and must have a tightly controlled carbon content. Until recently, the metal rings and hubs in CTI cyclotrons were cast, but problems with porosity in the castings were causing expensive rework during the machining and plating. Andy Williamson, Mechanical Design Manager for CTI, elaborates. "The surface finish was often too porous for the plating to seal properly without special rework," he says. Also, pinholes in the surface invited unwanted contaminants. Bringing the cast rings up to specification involved "excessive filling of holes and welding," Williamson says. "Rework was necessary during both the machining and plating operations, causing cost issues and delays. We needed another solution." Looking to replace the casting with an alternative metalworking process, CTI did extensive research into using forgings. Forging is becoming an increasingly desirable alternative to casting in the production of large medical components. The forging process, regardless of section size, guarantees internal soundness, whereas the internal structures of cast parts weaken in larger-sized parts, resulting in porosity. And with advancements in forging technologies and methods, forged parts are now available in a variety of shapes-rivaling cast part shapes-at less cost than in the past. CTI quoted the parts from several forging companies, which reinforced these findings. Williamson says, "we concluded that the overall cost of a forged and machined part with plating would be 10 percent less expensive than what we were paying for a cast, machined and plated part." Comparative Analysis When compared to castings open die and rolled ring forged metal parts deliver: Directional grain flow and superior final part strength Structural integrity and product reliability Reduced process control and inspection requirements More predictable response to heat treating CTI chose Scot Forge, of Spring Grove, Illinois, to supply the forged parts after Williamson and Purchasing Manger Juel Hensley visited Scot Forge's plant. "Scot Forge had by far the best capability to produce the rings and hubs," Williamson says. The 100-year-old ISO 9001:2000 certified forging company uses thousands of tools, torch cutting, sawing, machining, and presses that are custom-designed by their own engineers to produce uniquely shaped, repeatable parts at competitive prices. Tom Schwingbeck, Jr., Director of Technical Sales and Services at Scot Forge, states that "our forging expertise, extensive capabilities, and proactive approach with CTI to understand their requirements and expectations, helped to cost effectively convert castings to forgings while supplying a superior product". Scot Forge produced each Eclipse Cyclotron ring to near net shape by forging a wrought billet into a rough donut on a 1,250 ton hydraulic press, then rolling the part on a Wagner ring mill to create a seamless rolled ring with highly desirable mechanical properties and metallurgical soundness. Porosity is prevented through this forging process because, in the forging of a heated cast ingot, the ingot is consolidated, providing a sound center component. The coarse grain cast structure is broken up and replaced by a fine grain wrought structure providing a sound center product with excellent structural integrity. Following the forging and rolling process, each ring is rough machined at Scot Forge to 57-1/2" OD, 46-3/4" ID and 12-1/4" thick. The hubs are forged to near net shape on a 3,000 ton hydraulic press, then rough machined to 59" OD x 10-3/4" long, stepped down to 40-1/2" OD x 9-7/8" long. Finally, the rings and hubs are normalized to ensure a uniform microstructure with high dimensional stability for finish machining. Another important specification met by Scot Forge was the low carbon material required for the ring and hubs. "In order to keep the cyclotron magnet power low, the steel needs good magnetic permeability, so it must have a very low carbon chemistry," notes Williamson. The CTI specification called for a steel with a carbon content not above .10%. "Scot Forge's metallurgical engineers worked with us to meet this specification," Williamson says. "In fact, they exceeded the spec, giving us a specially formulated 1008 (.08-.10 carbon) material." CTI has now tested the forged ring and hub prototypes with excellent results, and the parts have been qualified. Plating has been applied to the finish machined surface with no sealing problems. Based on these results, CTI recently placed eight production orders with Scot Forge. "Just six years ago, we didn't consider forgings because castings were less expensive and could accommodate more configuration features," says Williamson. Now, companies like Scot Forge are offering more complex forged parts than ever before available, at lower overall production cost. Consequently, CTI will be using forged rings and hubs in all of its future cyclotrons.

Forgings support Seattle Mariners' new ballpark roof. Forged gear pinions, bull gear rings, wheels axle pins, and connecting pins provide the strength needed to support the outdoor park's 11,000-ton retractable roof. As Seattle Mariners fans look out over a bright green natural-grass playing field in the city's new outdoor ballpark next July, some may be inclined to ask, "Is this heaven?" Indeed, the completion of the park will be the fulfillment of a dream for many--from the team's owners and designers, contractors, and even the fans. Most expect attendance levels to increase over the characterless indoor Kingdome's. The park's open-air design evokes the nostalgia of more traditional ballparks, and has views of the Seattle skyline. Nonetheless, players and fans won't be left out in the rain--thanks to a moving roof that extends over the stadium when showers threaten, then retracts when it clears. Blacksmith measures a finished ring A computer-controlled, steel wheels-and-rails roof-moving mechanism opens and closes the roof with the push of a button. "It's like putting the top down on a car, and as easy to use as a garage-door opener," says Neil Skogland, president of Ederer Incorporated, the Seattle-based crane company responsible for making the roof extend and retract. Although the roof is intended to cover, not seal, the stadium, the design must stand up to tough conditions. The high-strength wheel axles, gear pinions, and connecting pins that anchor the roof trusses to the wheeled trucks must stand up to 70-mph winds, earthquakes with lateral-ground accelerations of up to one-third the force of gravity, and six-ft snow drifts. That's why Ederer selected open-die forging for these critical components. Other critical components include 96 10-hp dc motors from Baldor, dc drives and PLCs from Allen Bradley Co., and gearboxes from Sumitomo Machinery Corp. Sound forged centers According to Ederer Project Manager Steve Hertel, the sheer weight of the roof, combined with just moderate winds, makes for high loads. But worst-case scenario, the design load exceeds 300,000 lb per wheel. "That's why cold-rolled steel, used in typical wheel-and-rail systems, didn't meet our strength requirements," Hertel explains. "Castings and fabrications, that are subject to internal defects, don't provide the sound-part centers that result from open-die forging. The process really has an edge over other metalworking processes in terms of directional, structural, and impact strength." Finding a manufacturer to deliver in the required lead time at a competitive cost was a challenge because of the sheer volume of large parts, 432 in all. "One of the larger connecting pins alone weighs 5,000 lb.," notes Hertel. After comparing quotes from forge shops around the world, Ederer awarded the contract to Scot Forge (Spring Grove, IL) based on its ability to meet the demand and its cost-effective approach. "We have a long-standing relationship with Scot Forge and know them to be reliable," Hertel adds. In addition to meeting demand, Scot Forge provided unique solutions for minimizing costs. The pinions that drive the wheel bull gears are integral to the gearbox output shaft. The parts are typically produced by machining a larger-diameter forging to create the step for the pinion. "At a count of 96, this approach would have been wasteful in terms of material usage. And machining costs would have been high. By working the step into the product during the forging process instead, we cut costs significantly," says Hertel. One of a kind Only one other retractable roof exists in the U.S., the Arizona Diamondbacks' Bank One Ballpark in Phoenix. The Diamondbacks' roof uses a cable-drawn system, not designed for the more volatile weather conditions of Seattle. The Seattle Mariners' roof weighs 11,000 tons, with the roof-moving equipment bringing the total weight to 13,000 tons. Yet while most people would consider the roof heavy, Hertel points out that each roof section catches the wind like a sail. The tricky part for Ederer was engineering a system with high wheel loads and large lateral loads due to the wind and seismic forces that the roof must withstand. The Roof The roof must stand up to 70-mph winds, earthquakes with lateral-ground accelerations of up to one-third the force of gravity, and six-ft snow drifts. Ederer's roof-moving concept won a design competition sponsored by the ballpark's Seattle-based architects NBBJ, and structural engineers Skilling Ward Magnusson Barkshire, to generate solutions. Expertise gained as principle vendor to NASA for rocket and Space Shuttle handling cranes helped Ederer win the bid. To make the three roof sections glide over the ballpark, 16 wheeled assemblies support the roof sections. Eight wheeled assemblies roll along each of two 816-ft rails, mounted to the stadium's north and south sides. Each wheeled assembly, or truck, uses eight wheels and weighs 130,000 lb. One wheel alone weighs a ton. Sensors ensure that each side moves at the same speed, and a computer controls the 96 10-hp motors that power the trucks. The roof is over 600 feet wide, and moves at approximately six inches per second-about the speed of a leisurely stroll. "It takes about 20 minutes to completely open or close the roof," notes Skogland. Ederer specified AISI 4340 steel, heat treated to 311/352 BHN. The grade's alloying elements (nickel, chromium, and molybdenum) deliver the desired mechanical properties throughout the entire cross section. "Through-hardening, especially important in the gears, allows them to transmit high torque and to have long life," Hertel states. Wheeled trucks The roof uses open-die forged parts including: 96 bull gears; 96 step shafts linking the gears to the wheels; and 240 wheel-axle and connecting pins that anchor the roof trusses to the wheeled trucks. On schedule Scot Forge Account Specialist Jason Artner runs down a list of parts the firm has delivered: 96 forged rings to be cut into bull gears, 96 forged pinion shafts linking the gears to the gearboxes, and 240 forged bars to be used as wheel axles and as pins connecting the truck assemblies to the roof trusses. The 5.75-inch-thick rings used for the gears have a 36.75-inch OD and a 9-inch ID. The 51.75-inch-long pinion shafts have 3.03-inch diameters, with a 6.75-inch step in diameter. Spindles The bars, or pins, range in length from 31.625 to 69.5 inches, and the diameters range from 9 to 18 inches. Artner explains, "The wheeled assemblies connect to the roof trusses using a series of horizontal sills secured by the forged pins. The pins connect the lowermost sills up to intermediate sills and top sills. Each sill, and the pins that connect them, get progressively larger with altitude. Sixteen upper connecting pins each have an 18-inch diameter and are 69.5 inches long. Weighing 2.5 tons each, they carry over 2,500,000 lb. vertical load. Forged pins also make up the axles for the 128 wheels on the eight trucks. Considering the enormous loads riding on the pins, it's important that they have sound forged centers." With the ballpark scheduled for completion in July 1999, the three roof sections should be completed by the end of the year. "Scot Forge is helping us to meet that deadline," Hertel asserts. Ederer delivered all components for the first section of the roof in May and the second section in August. As of this writing, the rest of the components are finish machined, assembled and stored, and ready for delivery. The Mariners' new stadium is truly a "field of dreams," allowing fans to enjoy a game under clear skies. But for all who participated in the roof's construction, the realization of the dream occurs when they are comfortably watching the game from the stands on a rainy day, with the roof rolled securely in place overhead.

Scot Forge worked with Deca Industries to create a highly unusual three-spoke forging. The forging replaced a casting used in the mining industry. Forging readily accommodates a wide variety of shapes while simultaneously imparting exceptional strength. But when it came to a highly unusual rotor arm fashioned in a three-spoke configuration, no one was sure whether it could be done. Deca Industries Ltd., Saskatoon, Saskatechewan, Canada, is a 40-person industrial job shop that repairs heavy mining equipment. Founded in 1977, Deca specializes in serving the potash and the uranium mining industries. This unique application arose when Deca's customer, International Mining Corp. (IMC), wanted to fix a disabled rotor arm integral to the operation of a continuous boring mining machine. As the machine cuts through potash, the rotor arm holds the tools that actually make the cuts. Deca engineers determined that the part couldn't be repaired; rather, it had to be replaced. This was no small decision since the rotor arm is 90 in. in diameter, 4 ft thick, with three telescoping arms and a total weight of 7,000 lb. Deca began exploring fabrication options for the replacement part. Since the existing component had been a casting, Deca looked again at that method as well as machining and open die forging alternatives. "Acknowledging all the forging advantages, a question still remained," said Francis Nagy, Deca's president. "Could this part actually be manufactured as an open die forging? As far as we knew, the rotor arm's unusual shape wouldn't normally lend itself to forging." Yet Deca was intrigued. To investigate further, Deca turned to Scot Forge, its Spring Grove, IL, supplier of forged spindles and rings. Several steps were needed to produce the rotor arm. Nagy took the part's original blueprints and casting drawings down to Scot Forge where manufacturing details were worked out jointly. The new part started as a pancake-shaped piece of 4140 alloy base stock that was then formed into a seamless rolled ring via the open die forging process. Three torch-cut sectors were then drawn out and forged into journals. Once the forged part was finished, it was sent to Deca for secondary processing. "This was an enormous undertaking," Nagy said, "from the sheer standpoints of size and shape. We were amazed with the results." When IMC received the part, it passed the quality inspection. The new rotor arm has been in the field for two years now and has performed to everyone's expectations.

SpaceDev (Poway, CA) and Scot Forge worked together to make the dream of private space flight a reality, moving quickly from drawing board to launching pad. On June 21, 2004, in the famous words of Neil Armstrong, another "giant leap" for mankind took place 328,491 feet above the California desert, as pilot Mike Melvill became the first civilian to fly a craft beyond the Earth's atmosphere. The historic launch of SpaceShipOne - the first privately funded craft to successfully reach space - is significant because it opens the doors to private space flight and commercialization. It also represents the first new rocket engine developed for human space flight since 1972. California-based SpaceDev, contracted by the aerospace development company Scaled Composites, was responsible for the design and manufacture of the solid fuel grain and other major components of the propulsion system. The launch required a craft constructed of the most dependable and durable materials. When these demands - as well as the project's compressed timeframe - became evident, SpaceDev enlisted the forging expertise of Scot Forge. The Right Stuff Some of the components SpaceDev provided for SpaceShipOne's rocket motor, included the igniter, injector and main operating valve. Their design for SpaceShipOne's hybrid propulsion system called for a bulkhead for each solid booster rocket - five in total - that would not only contain and feed the propellant, but also separate and protect it from the motorcase. "This main oxidizer bulkhead design is what led us to the forging process and, ultimately, Scot Forge," explains Jeff Hickerson, SpaceDev's Mechanical Engineer - Hybrid Propulsion. "Forging brought all the advantages this design required high-strength, structural integrity and the elimination of porosity." More so than any other available metalworking process, forging provided the consistent material strength necessary for this application. Through forging, the metal is heated and mechanically formed between dies under controlled conditions. In addition to producing the desired shape and dimensions, the forging process also dramatically increases the strength of the material. Structural strength is increased by the elimination of the cast structure, enhanced density and improved homogeneity. The directional strength is improved by aligning the grain flow in specific directions. Meeting the Deadline with Quality Once forging was agreed upon, SpaceDev began searching for the right partner for the job. Beyond the quality requirements, this forging provider needed to be able to work with the specified high strength stainless steel (15-5 PH VAR material), and deliver the final product within a 6-week timeframe. The challenge was met by Scot Forge. "Scot Forge offered exactly what we were looking for in terms of quality and material requirements," Hickerson said. "And most critically, they were able to deliver on time." Headquartered in Illinois, Scot Forge is an open die and rolled ring forging company, and their wide range of experience, including military and aerospace applications, provided an advantage for this project. "Because of our metallurgical expertise," said Tom Schwingbeck, Jr., Dir. of Technical Sales and Services for Scot Forge, "we were familiar with the material, and knew how to forge it to SpaceDev's specifications." Within the 6-week deadline, Scot Forge delivered five forged blanks, each with an O.D. of 24 3/8". The forging process ensured a lack of voids in the material, which was a chief concern for SpaceDev. "The little cavities - voids - that often appear in cast metals were too much of a performance risk for us," said Hickerson. "We chose a strong stainless steel, with good natural properties. The forging process helped maintain and bolster the strength and consistency of the steel." After being forged, the blanks were solution treated, age hardened and then rough machined. Additionally, Scot Forge performed ultrasonic testing to meet the MIL-STD-2154 Class A standards required for the bulkheads. "Forging was definitely the right process for the specific and unique demands of this application, and played a role in the success of the mission" said Schwingbeck. "Scot Forge is very proud to have been a part of this historic flight." Making History and Forging Ahead The collaboration of SpaceDev and Scot Forge was instrumental in helping the dream of private space flight move quickly from drawing board to launching pad. The groundbreaking flight on June 21, 2004 was the culmination of years of research, preparation, design, and testing. The success of this maiden flight led to two additional launches on September 29 and October 4, which captured the coveted Ansari X-Prize: a ten million-dollar award for consecutive private extra-atmosphere launches. "The possibilities for this type of flight, and the capabilities of this craft have been demonstrated," said Hickerson, whose group is working on other larger, low cost propulsion systems and further innovation. "The doors are definitely open now. Who knows what the future holds?"

History was made at 12:31am Monday, August 5th, 2012 on the fourth planet in this solar system as NASA’s Mars Science Laboratory rover Curiosity descended to a picture-perfect rocket-guided and slowed descent to a gentle, wheels-first, sky crane touchdown on the surface of the Red Planet. History was made at 12:31am Monday, August 5th, 2012 on the fourth planet in this solar system as NASA’s Mars Science Laboratory rover Curiosity descended to a picture-perfect rocket-guided and slowed descent to a gentle, wheels-first, sky crane touchdown on the surface of the Red Planet. Scot Forge manufactured the rover wheels and backshell plate that are both critical components and crucial to the success of this mission. The forgings were ordered by NASA’s Jet Propulsion Laboratory. Putting the boots on Curiosity may have been a once-in-a lifetime opportunity, but the icing on the cake came when the first image returned from Mars was a black and white photo of a Scot Forge made wheel! The objectives of the Curiosity rover include investigating the possibility of life on Mars (its habitability), studying its climate and geology, and collecting data for any future manned mission to Mars. The rover carries a variety of scientific instruments designed by an international team. The Jet Propulsion Laboratory has many sources for forgings, but ultimately Scot Forge was selected for NASA’s grandest of missions. The technology and engineering behind this program are nothing short of mind-boggling. No other country in the world has landed a rover on another planet, and the “sky crane” landing borders on Science Fiction. Truly, we have helped accomplish one of humanity’s greatest feats, and for that we should all be very proud.

Scot Forge has embarked on its eighteenth major plant expansion at the Spring Grove, IL headquarters. Scot Forge has embarked on its eighteenth major plant expansion at the Spring Grove, IL headquarters. On an annual basis Scot Forge invests a significant amount of capital back into the business to improve and expand operations. “Our investment philosophy is simple… listen to our customers’ needs and never stop innovating,” commented one employee-owner. In order to stay at the forefront of the forging industry, the company also makes sure to invest in new technology independent of current market fluctuations. “Our investment philosophy is simple… listen to our customers’ needs and never stop innovating.” The new 80,000 sq. ft. expansion on the South side of the existing campus will be served by a 150 ton crane and will be the new location for large heat treat and machining operations. The heat treat addition will include two new tip-up furnaces with the ability to handle parts up to 90” x 90” x 392”, two added car bottom furnaces equipped for forgings up to 840” in length, and dual quench tanks for both water and polymer with capacity for product up to 79’ long and vertical quenching up to 160” in length. The machining addition will be comprised of a large 5-axis planer mill (machine window - 138” x 80” x 524”) with plans for additional machine tools. Scot Forge is on schedule to have all additions operational by the 4th quarter of 2014.

In the December 2014 issue, NASA profiles Scot Forge of Spring Grove, Illinois for the company's involvement in creating the largest rocket ever built for human space exploration. Every month, NASA's Space Launch System features an industry partner helping to create the largest rocket ever built for human space exploration. In December of 2014, SLS Highlights turned it's focus on Scot Forge for the company's contribution to NASA’s Exploration Systems Development programs. Forged parts made by Scot Forge have been installed into the Mobile Service Tower and Crawler Transporter at NASA’s Kennedy Space Center in Florida, and test stands at ATK in Promontory, Utah, and the agency’s Marshall Space Flight Center. Flight hardware in nonferrous alloys has been adopted for use on the Launch Abort System for Orion, the Orion spacecraft itself and the SLS core stage. NASA Space Launch System on mobile launching platform . Read the full article and learn more about how Scot Forge continues to find innovative ways to support the aerospace industry! Read the Full Article